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Item 7.1 Attachment 5 Dougherty Road MND Attch
APPENDIX A PLAN AND PROFILE DRAWINGS This page intentionally left blank. © 097059013 0870 960025DOUGHERTY ROAD IMPROVEMENTS KEY MAP KM-01 DATE PUBLIC WORKS DIRECTOR/CITY ENGINEER REVIEWED BY: PUBLIC WORKS DEPARTMENT UBLINITY OF DC A - 1 HORZ SCALE: 1" = 40' VERT SCALE: 1" = 4' 325 330 340 350 325 330 340 350 10+00 11+00 12+00 13+00 14+00 15+00 16+00 17+00 18+00 19+0019+50 DATE PUBLIC WORKS DIRECTOR/CITY ENGINEER REVIEWED BY: PUBLIC WORKS DEPARTMENT UBLINITY OF DC © 097059013 0970 960025 PV-01 DOUGHERTY ROAD IMPROVEMENTS PLAN AND PROFILE STA 10+00 TO 19+50 A - 2 HORZ SCALE: 1" = 40' VERT SCALE: 1" = 4' 332 340 350 332 340 350 19+50 20+00 21+00 22+00 23+00 24+00 25+00 26+00 27+00 28+00 29+00 29+50 DATE PUBLIC WORKS DIRECTOR/CITY ENGINEER REVIEWED BY: PUBLIC WORKS DEPARTMENT UBLINITY OF DC © 097059013 1070 960025 PV-02 DOUGHERTY ROAD IMPROVEMENTS PLAN AND PROFILE STA 19+50 TO 29+50 A - 3 HORZ SCALE: 1" = 40' VERT SCALE: 1" = 4' 348 350 360 370 348 350 360 370 29+50 30+00 31+00 32+00 33+00 34+00 35+00 36+00 37+00 38+00 39+0039+50 DATE PUBLIC WORKS DIRECTOR/CITY ENGINEER REVIEWED BY: PUBLIC WORKS DEPARTMENT UBLINITY OF DC © 097059013 1170 960025 PV-03 DOUGHERTY ROAD IMPROVEMENTS PLAN AND PROFILE STA 29+50 TO 39+50 A - 4 HORZ SCALE: 1" = 40' VERT SCALE: 1" = 4' 355 360 370 380 355 360 370 380 39+50 40+00 41+00 42+00 43+00 44+00 45+00 46+00 47+00 48+00 49+00 49+50 DATE PUBLIC WORKS DIRECTOR/CITY ENGINEER REVIEWED BY: PUBLIC WORKS DEPARTMENT UBLINITY OF DC © 097059013 1270 960025 PV-04 DOUGHERTY ROAD IMPROVEMENTS PLAN AND PROFILE STA 39+50 TO 49+50 A - 5 HORZ SCALE: 1" = 40' VERT SCALE: 1" = 4' 368 370 380 390 368 370 380 390 49+50 50+00 51+00 52+00 53+00 54+00 55+00 56+00 57+00 58+00 59+0059+50 DATE PUBLIC WORKS DIRECTOR/CITY ENGINEER REVIEWED BY: PUBLIC WORKS DEPARTMENT UBLINITY OF DC © 097059013 1370 960025 PV-05 DOUGHERTY ROAD IMPROVEMENTS PLAN AND PROFILE STA 49+50 TO 59+50 A - 6 CURVE TABLE CURVE RADIUS LENGTH DELTA TANGENT NORTHING EASTING HORZ SCALE: 1" = 40' VERT SCALE: 1" = 4' 378 380 390 400 378 380 390 400 59+50 60+00 61+00 62+00 63+00 64+00 65+00 66+00 67+00 68+00 68+50 DATE PUBLIC WORKS DIRECTOR/CITY ENGINEER REVIEWED BY: PUBLIC WORKS DEPARTMENT UBLINITY OF DC © 097059013 1470 960025 PV-06 DOUGHERTY ROAD IMPROVEMENTS PLAN AND PROFILE STA 59+50 TO 68+50 A - 7 DATE PUBLIC WORKS DIRECTOR/CITY ENGINEER REVIEWED BY: PUBLIC WORKS DEPARTMENT UBLINITY OF DC © 097059013 1570 960025 PV-07 DOUGHERTY ROAD IMPROVEMENTS PLAN AND PROFILE STA 68+50 TO 76+50 A - 8 DATE PUBLIC WORKS DIRECTOR/CITY ENGINEER REVIEWED BY: PUBLIC WORKS DEPARTMENT UBLINITY OF DC © 097059013 1670 960025 PV-08 DOUGHERTY ROAD IMPROVEMENTS PLAN AND PROFILE STA 76+50 TO 84+50 A - 9 DATE PUBLIC WORKS DIRECTOR/CITY ENGINEER REVIEWED BY: PUBLIC WORKS DEPARTMENT UBLINITY OF DC © 097059013 1770 960025 PV-09 DOUGHERTY ROAD IMPROVEMENTS PLAN AND PROFILE STA 84+50 TO 93+50 A - 10 DATE PUBLIC WORKS DIRECTOR/CITY ENGINEER REVIEWED BY: PUBLIC WORKS DEPARTMENT UBLINITY OF DC © 097059013 1870 960025 PV-10 DOUGHERTY ROAD IMPROVEMENTS PLAN AND PROFILE STA 93+50 TO 102+14.92 A - 11 This page intentionally left blank. APPENDIX B AIR QUALITY AND GREENHOUSE GAS EMISSION ASSESSMENT This page intentionally left blank. DOUGHERTY ROAD IMPROVEMENT PROJECT DRAFT AIR QUALITY AND GREENHOUSE GAS EMISSION ASSESSMENT DUBLIN, CALIFORNIA July 13, 2012 ♦ ♦ ♦ Prepared for: John Cook Senior Project Manager Circlepoint 1814 Franklin Street, Suite 1000 Oakland, CA 94612 Prepared by: Joshua D. Carman James A. Reyff ILLINGWORTH & RODKIN, INC. Acoustics · Air Quality 505 Petaluma Boulevard South Petaluma, CA 94952 (707) 766-7700 Job No.: 12-041 B - 1 Introduction This report addresses air quality and greenhouse gas emissions impacts associated with the proposed Dougherty Road improvement project in the City of Dublin (City). The project would involve the widening of Dougherty Road from four to six through travel lanes from Sierra Lane to the northern City limits. The project would change travel patterns in the area and air pollutant/greenhouse gas (GHG) emissions. In addition, construction of the project would emit air pollutants and GHGs. This analysis was conducted following guidance provided by the Bay Area Air Quality Management District (BAAQMD)1. Setting The project is located in the San Francisco Bay Area Air Basin. Ambient air quality standards have been established at both the State and Federal level. The Bay Area meets all ambient air quality standards with the exception of ground-level ozone, respirable particulate matter (PM10) and fine particulate matter (PM2.5). High ozone levels are caused by the cumulative emissions of reactive organic gases (ROG) and nitrogen oxides (NOx). These precursor pollutants react under certain meteorological conditions to form high ozone levels. Controlling the emissions of these precursor pollutants is the focus of the Bay Area’s attempts to reduce ozone levels. Highest ozone levels in the Bay Area occur in the eastern and southern inland valleys that are downwind of air pollutant sources. High ozone levels aggravate respiratory and cardiovascular diseases, reduced lung function, and increase coughing and chest discomfort. Particulate matter is another problematic air pollutant in the Bay Area. Particulate matter is assessed and measured in terms of respirable particulate matter or particles that have a diameter of 10 micrometers or less (PM10) and fine particulate matter where particles have a diameter of 2.5 micrometers or less (PM2.5). Elevated concentrations of PM10 and PM2.5 are the result of both region-wide (or cumulative) emissions and localized emissions. High particulate matter levels aggravate respiratory and cardiovascular diseases, reduce lung function, increase mortality (e.g., lung cancer), and result in reduced lung function growth in children. The ambient air quality in a given area depends on the quantities of pollutants emitted within the area, transport of pollutants to and from surrounding areas, local and regional meteorological conditions, as well as the surrounding topography of the air basin. Air quality is described by the concentration of various pollutants in the atmosphere. Units of concentration are generally expressed in parts per million (ppm) or micrograms per cubic meter (µg/m3). Dublin in located in the San Ramon Valley, where wind speeds rank as some of the lowest in the Bay Area. Air temperatures are cooler in the winter and warmer in the summer because these valleys are further from the moderating effect of large water bodies, and because the Coast Range blocks marine air flow. In the Diablo Valley during the winter, Concord records daily maximum temperatures in the mid 50's. During the summer, average daily maximum temperatures are in the high 80's to 90 1 BAAQMD, 2011. BAAQMD CEQA Air Quality Guidelines. May. B - 2 degrees. Average minimum temperatures in winter are in the low to mid 40's. Temperatures in the San Ramon Valley would be similar to Concord's. Shielded by the Coast Range to the west, rainfall amounts in the Diablo Valley are relatively low. For example, Martinez in the north reports an annual average of 18.5 inches, while Walnut Creek reports 19 inches. Rainfall in the San Ramon Valley is expected to be similar because of the similar orientation of the terrain. Pollution potential is relatively high in these valleys. In the winter, light winds at night, coupled with a surface-based inversion, and terrain blocking to the east and west does not allow much dispersion of pollutants. San Ramon Valley with its very narrow width, could easily have high pollution buildups from emissions contributed by the major freeway in its center, and by emissions from fireplaces and wood stoves. In the summer months, ozone can be transported into the valleys from both the Central Valley and the central Bay Area. National and State Ambient Air Quality Standards The ambient air quality in a given area depends on the quantities of pollutants emitted within the area, transport of pollutants to and from surrounding areas, local and regional meteorological conditions, as well as the surrounding topography of the air basin. Air quality is described by the concentration of various pollutants in the atmosphere. Units of concentration are generally expressed in parts per million (ppm) or micrograms per cubic meter (µg/m3). As required by the Federal Clean Air Act, National Ambient Air Quality Standards (NAAQS) have been established for six major air pollutants: carbon monoxide (CO), nitrogen dioxide (NO2), ozone (O3), particulate matter, including respirable particulate matter (PM10) and fine particulate matter (PM2.5), sulfur oxides, and lead. Pursuant to the California Clean Air Act, the State of California has established the California Ambient Air Quality Standards (CAAQS). Relevant State and Federal standards are summarized in Table 1. The “primary” standards have been established to protect the public health. The “secondary” standards are intended to protect the nation’s welfare and account for air pollutant effects on soil, water, visibility, materials, vegetation and other aspects of the general welfare. CAAQS are generally the same or more stringent than NAAQS. Air Quality Monitoring Data The significance of a pollutant concentration is determined by comparing the concentration to an appropriate ambient air quality standard. The standards represent the allowable pollutant concentrations designed to ensure that the public health and welfare are protected, while including a reasonable margin of safety to protect the more sensitive individuals in the population. The San Francisco Bay Area is considered to be one of the cleanest metropolitan areas in the country with respect to air quality. BAAQMD monitors air quality conditions at more than 30 locations throughout the Bay Area. The closest monitoring station to the project site is in Livermore at the 793 Rincon Avenue monitoring station. Summarized air pollutant data for this station is provided in Table 2. This table shows the highest air pollutant concentrations measured at the station over the five year period from 2007 through 2011. B - 3 Table 1. Relevant California and National Ambient Air Quality Standards Pollutant Averaging Time California Standards National Standards Ozone 8-hour 0.070 ppm (137 µg/m3) 0.075 ppm (147µg/m3) 1-hour 0.09 ppm (180 µg/m3) — Carbon monoxide 1-hour 20 ppm (23 mg/m3) 35 ppm (40 mg/m3) 8-hour 9.0 ppm (10 mg/m3) 9 ppm (10 mg/m3) Nitrogen dioxide 1-hour 0.18 ppm (339 µg/m3) 0.100 ppm (188 µg/m3) Annual 0.030 ppm (57 µg/m3) 0.053 ppm (100 µg/m3) Sulfur Dioxide 1-hour 0.25 ppm (655 µg/m3) 0.075 ppm (196 µg/m3) 24-hour 0.04 ppm (105 µg/m3) 0.14 ppm (365 µg/m3) Annual — 0.03 ppm (56 µg/m3) Particulate Matter (PM10) Annual 20 µg/m3 — 24-hour 50 µg/m3 150 µg/m3 Particulate Matter (PM2.5) Annual 12 µg/m3 15 µg/m3 24-hour — 35 µg/m3 Notes: ppm = parts per million mg/m3 = milligrams per cubic meter µg/m3 = micrograms per cubic meter Table 2. Highest Measured Air Pollutant Concentrations in Livermore Pollutant Average Time Measured Air Pollutant Levels 2007 2008 2009 2010 2011 Ozone (O3) 1-Hour 0.120 ppm 0.141 ppm 0.113 ppm 0.150 ppm 0.115 ppm 8-Hour 0.091 ppm 0.111 ppm 0.086 ppm 0.098 ppm 0.085 ppm Carbon Monoxide (CO) 8-Hour 1.8 ppm 1.4 ppm 1.3 ppm ND ND Nitrogen Dioxide (NO2) 1-Hour 0.052 ppm 0.058 ppm 0.052 ppm 0.058 ppm 0.057 ppm Annual 0.013 ppm 0.013 ppm 0.012 ppm 0.011 ppm 0.011 ppm Respirable Particulate Matter (PM10) 24-Hour 74.8 ug/m3 46.8 ug/m3 ND ND ND Annual 19.8 ug/m3 ND ND ND ND Fine Particulate Matter (PM2.5) 24-Hour 54.9 ug/m3 52.7 ug/m3 45.7 ug/m3 34.7 ug/m3 23.6 ug/m3 Annual 9.0 ug/m3 10.1 ug/m3 9.2 ug/m3 7.6 ug/m3 ND Source: CARB, 2012. Notes: ppm = parts per million and ug/m3 = micrograms per cubic meter. Values reported in bold exceed ambient air quality standard. ND = No data. B - 4 Sensitive Receptors and Toxic Air Contaminants There are groups of people more affected by air pollution than others. CARB has identified the following persons who are most likely to be affected by air pollution: children under 14, the elderly over 65, athletes, and people with cardiovascular and chronic respiratory diseases. These groups are classified as sensitive receptors. Locations that may contain a high concentration of these sensitive population groups include residential areas, hospitals, daycare facilities, elder care facilities, elementary schools, and parks. The closest sensitive receptors are residences located adjacent to the proposed project. Toxic air contaminants (TAC) are a broad class of compounds known to cause morbidity or mortality (usually because they cause cancer) and include, but are not limited to, the criteria air pollutants listed above. TACs are found in ambient air, especially in urban areas, and are caused by industry, agriculture, fuel combustion, and commercial operations (e.g., dry cleaners). TACs are typically found in low concentrations, even near their source (e.g., diesel particulate matter near a freeway). Because chronic exposure can result in adverse health effects, TACs are regulated at the regional, state, and Federal level. Diesel exhaust is the predominant TAC in urban air and is estimated to represent about three-quarters of the cancer risk from TACs (based on the Bay Area average). According to the California Air Resources Board (CARB), diesel exhaust is a complex mixture of gases, vapors and fine particles. This complexity makes the evaluation of health effects of diesel exhaust a complex scientific issue. Some of the chemicals in diesel exhaust, such as benzene and formaldehyde, have been previously identified as TACs by the CARB, and are listed as carcinogens either under the state's Proposition 65 or under the Federal Hazardous Air Pollutants programs. CARB has adopted and implemented a number of regulations for stationary and mobile sources to reduce emissions of DPM. Several of these regulatory programs affect medium and heavy duty diesel trucks that represent the bulk of DPM emissions from California highways. These regulations include the solid waste collection vehicle (SWCV) rule, in-use public and utility fleets, and the heavy-duty diesel truck and bus regulations. In 2008, CARB approved a new regulation to reduce emissions of DPM and nitrogen oxides from existing on-road heavy-duty diesel fueled vehicles2. The regulation requires affected vehicles to meet specific performance requirements between 2014 and 2023, with all affected diesel vehicles required to have 2010 model-year engines or equivalent by 2023. These requirements are phased in over the compliance period and depend on the model year of the vehicle. The BAAQMD is the regional agency tasked with managing air quality in the region. At the State level, CARB (a part of the California Environmental Protection Agency) oversees regional air district activities and regulates air quality at the State level. The BAAQMD published CEQA Air Quality Guidelines are used in this assessment to evaluate air quality impacts of projects3. 2 Available online: http://www.arb.ca.gov/msprog/onrdiesel/onrdiesel.htm. Accessed: July 9, 2012. 3 BAAQMD, op. cit. B - 5 Greenhouse Gases Global temperatures are affected by naturally occurring and anthropogenic (generated by humankind) atmospheric gases, such as water vapor, carbon dioxide, methane, and nitrous oxide. Gases that trap heat in the atmosphere are called greenhouse gases (GHG). Solar radiation enters the earth’s atmosphere from space, and a portion of the radiation is absorbed at the surface. The earth emits this radiation back toward space as infrared radiation. Greenhouse gases, which are mostly transparent to incoming solar radiation, are effective in absorbing infrared radiation and redirecting some of this back to the earth’s surface. As a result, this radiation that otherwise would have escaped back into space is now retained, resulting in a warming of the atmosphere. This is known as the greenhouse effect. The greenhouse effect helps maintain a habitable climate. Emissions of GHGs from human activities, such as electricity production, motor vehicle use and agriculture, are elevating the concentration of GHGs in the atmosphere, and are reported to have led to a trend of unnatural warming of the earth’s natural climate, known as global warming or global climate change. The term “global climate change” is often used interchangeably with the term “global warming,” but “global climate change” is preferred because it implies that there are other consequences to the global climate in addition to rising temperatures. Other than water vapor, the primary GHGs contributing to global climate change include the following gases: • Carbon dioxide (CO2), primarily a byproduct of fuel combustion; • Nitrous oxide (N2O), a byproduct of fuel combustion; also associated with agricultural operations such as the fertilization of crops; • Methane (CH4), commonly created by off-gassing from agricultural practices (e.g. livestock), wastewater treatment and landfill operations; • Chlorofluorocarbons (CFCs) were used as refrigerants, propellants and cleaning solvents, but their production has been mostly prohibited by international treaty; • Hydrofluorocarbons (HFCs) are now widely used as a substitute for chlorofluorocarbons in refrigeration and cooling; and • Perfluorocarbons (PFCs) and sulfur hexafluoride (SF6) emissions are commonly created by industries such as aluminum production and semiconductor manufacturing. These gases vary considerably in terms of Global Warming Potential (GWP), a term developed to compare the propensity of each GHG to trap heat in the atmosphere relative to another GHG. GWP is based on several factors, including the relative effectiveness of a gas to absorb infrared radiation and the length of time of gas remains in the atmosphere. The GWP of each GHG is measured relative to CO2. Accordingly, GHG emissions are typically measured and reported in terms of CO2 equivalent (CO2e). For instance, SF6 is 22,800 times more intense in terms of global climate change contribution than CO2. Significance Thresholds BAAQMD’s adoption of the thresholds was called into question by an order issued March 5, 2012, in California Building Industry Association v. BAAQMD (Alameda Superior Court Case No. RGI0548693). The order requires BAAQMD to set aside its approval of the thresholds until B - 6 it has conducted environmental review under CEQA. The claims made in the case concerned the environmental impacts of adopting the thresholds, that is, how the thresholds would indirectly affect land use development patterns. Those issues are not relevant to the scientific basis of BAAQMD’s analysis of what levels of pollutants should be deemed significant. This analysis considers the science informing the thresholds as being supported by substantial evidence. Scientific information supporting the thresholds was documented in BAAQMD’s proposed thresholds of significance analysis4. The thresholds will not cause any indirect impact in terms of land use development patterns insofar as this project is concerned, because the proposal to construct the project is not influenced by the BAAQMD guidelines. Accordingly, the analysis herein uses the thresholds and methodologies from BAAQMD’s May 2011 CEQA Air Quality Guidelines to determine the potential impacts of the project on the existing environment. The significance thresholds identified by BAAQMD and used in this analysis are summarized in Table 3. Table 3 Air Quality Significance Thresholds Pollutant Construction Thresholds Operational Thresholds Average Daily Emissions (lbs./day) Average Daily Emissions (lbs./day) Annual Average Emissions (tons/year) Criteria Air Pollutants ROG 54 54 10 NOx 54 54 10 PM10 82 82 15 PM2.5 54 54 10 CO Not Applicable 9.0 ppm (8-hour avg.) or 20.0 ppm (1-hour avg.) Fugitive Dust Best Management Practices Not Applicable Health Risks and Hazards for New Sources Excess Cancer Risk 10 per one million 10 per one million Hazard Index 1.0 1.0 Incremental annual average PM2.5 0.3 µg/m3 0.3 µg/m3 Health Risks and Hazards for Sensitive Receptors (Cumulative from all sources within 1,000 foot zone of influence) and Cumulative Thresholds for New Sources Excess Cancer Risk 100 per one million Chronic Hazard Index 10.0 Annual Average PM2.5 0.8 µg/m3 Greenhouse Gas Emissions GHG Annual Emissions 1,100 metric tons or 4.6 metric tons per capita Note: ROG = reactive organic gases, NOx = nitrogen oxides, PM10 = course particulate matter or particulates with an aerodynamic diameter of 10 micrometers (µm) or less, PM2.5 = fine particulate matter or particulates with an aerodynamic diameter of 2.5µm or less; and GHG = greenhouse gas. 4 BAAQMD. 2009. California Environmental Quality Act Guidelines Update Proposed Thresholds of Significance. December. B - 7 Impact 1: Conflict with or obstruct implementation of the applicable air quality plan? No Impact The most recent clean air plan is the Bay Area 2010 Clean Air Plan that was adopted by BAAQMD in September 2010. The proposed project would not conflict with the latest Clean Air planning efforts since (1) the project would have emissions well below the BAAQMD thresholds (see Impact 2), and (2) the project has been planned as a transportation improvement project that is included in the City’s General Plan. Impact 2: Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable Federal or State ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors)? Less than significant The Bay Area is considered a non-attainment area for ground-level ozone and fine particulate matter (PM2.5) under both the Federal Clean Air Act and the California Clean Air Act. The area is also considered non-attainment for respirable particulates or particulate matter with a diameter of less than 10 micrometers (PM10) under the California Clean Air Act, but not the Federal act. The area has attained both State and Federal ambient air quality standards for carbon monoxide. Construction Period Emissions Air pollutant emissions from the project construction activities were estimated using the Sacramento Metropolitan Air Quality Management District’s Road Construction Model Version 6.3.2 (RoadMod), as recommended by the BAAQMD, using the anticipated equipment list and phase information for the project. The RoadMod model uses CARB’s OFFROAD model to compute emissions from construction equipment. RoadMod takes into account hours of operation, load factor, and emission factors for each piece of equipment. The model default values were used for computing exhaust emissions rates with the exception that load factors for equipment usage were reduced by 33 percent to be consistent with CARB’s OFFROAD2010 modeling methodologies. Emissions from the project would result primarily from on-site operation of construction equipment (off-road equipment) and from trucks hauling soil or paving material. Construction would occur over the course of approximately six months (assumed 120 construction days) in 2014. The on-site equipment (including signal boards, rubber-tired dozers, scrapers, excavators, graders, rubber-tired loaders, plate compactors, backhoes, pavers, rollers, and water trucks) and anticipated phasing information were input to RoadMod, which is provided as Attachment 1. Hauling information was also input to the model (41,000 cubic yards anticipated export and 16,000 cubic yards anticipated import). In addition, RoadMod computed emissions from construction worker trips based on default values. B - 8 In order to compute average daily emissions, the total emissions output from RoadMod were divided by the entire construction period (assumed 120 days). Average daily emissions are compared against BAAQMD thresholds. Table 4 provides a summary of the total annual and average daily criteria pollutant emissions from project construction activities, along with a comparison to the BAAQMD significance thresholds. As shown in Table 4, emissions of all pollutants are below the BAAQMD significance thresholds. Operational Period Emissions The proposed project would not generate new vehicular trips but will increase roadway capacity and alter traffic patterns as a result in access changes to side streets and individual properties. As a result, traffic and air pollutant emissions would change along the project. Table 4. Construction Period Emissions Scenario ROG NOx PM10 PM2.5 Annual Emissions (tons per year) 0.3 2.3 0.1 0.1 BAAQMD Thresholds (tons per year) 10 10 15 10 Exceed Threshold? No No No No Average Daily Emissions (pounds per day) 5.0 38.3 1.7 1.7 BAAQMD Thresholds (pounds per day) 54 54 82 54 Exceed Threshold? No No No No Daily exhaust emissions from vehicle trips along the project area were estimated using weighted emissions factors from CARB’s EMFAC 2011 for the county-average vehicle fleet year projected in 2012 (for Existing and Existing Plus Project conditions) and 2025 (for the Far-Term Plus Project condition). Project traffic data was obtained from the project traffic report prepared by Kimley-Horn and Associates, Inc. In the project area, p.m. peak-hour trips were found to be higher in volume than their a.m. counterpart. The relative percentage of p.m. peak-hour trip volumes to project area average daily traffic (ADT) was calculated to be 9.3 percent based on counts conducted in February 2012. For each condition, the number of p.m. peak-hour trips per roadway segment (i.e., Sierra Lane to Scarlett Drive) in each direction was multiplied by the length of that segment and divided by 9.3 percent to get vehicle miles traveled (VMT). VMT was then multiplied by the EMFAC2011 weighted emissions factor for each criteria pollutant to determine project emissions. As shown in Tables 5 and 6, the net increase in emissions from the Existing condition to both the Existing Plus Project condition and the Far-Term Plus Project condition would be below the established significance thresholds. Emission calculations are contained in Attachment 2. B - 9 Table 5. Daily Air Pollutant Emission Changes from Operation of the Project (pounds/day) Scenario ROG NOx PM10 PM2.5 Existing 14.9 111.5 2.7 2.5 Plus Project 15.0 112.1 2.7 2.5 Maximum Net Increase 0.1 0.6 0.0 0.0 Daily Emission Thresholds 54 54 82 54 Exceed Threshold? No No No No Far-Term Plus Project 7.6 47.3 1.2 1.1 Maximum Net Increase -7.3 -64.2 -1.5 -1.4 Daily Emission Thresholds 54 54 82 54 Exceed Threshold? No No No No Table 6. Annual Air Pollutant Emission Changes from Operation of the Project (tons/year) Scenario ROG NOx PM10 PM2.5 Existing 2.7 20.4 0.5 0.5 Plus Project 2.7 20.5 0.5 0.5 Maximum Net Increase 0.0 0.1 0.0 0.0 Annual Emission Thresholds 10 10 15 10 Exceed Threshold? No No No No Far-Term Plus Project 1.4 8.6 0.2 0.2 Maximum Net Increase -1.3 -11.8 -0.3 -0.3 Daily Emission Thresholds 54 54 82 54 Exceed Threshold? No No No No Impact 3: Violate any air quality standard or contribute substantially to an existing or projected air quality violation? Less than significant As discussed under Impact 2, the project would have emissions that would be below significance thresholds adopted by BAAQMD for evaluating impacts to ozone and particulate matter. Therefore, the project would not contribute substantially to existing or projected violations of those standards. Carbon monoxide emissions from traffic generated by the project would be the pollutant of greatest concern at the local level. Congested intersections with a large volume of traffic have the greatest potential to cause high-localized concentrations of carbon monoxide. Air pollutant monitoring data indicate that carbon monoxide levels have been at healthy levels (i.e., below State and Federal standards) in the Bay Area since the early 1990s. As a result, the region has been designated as attainment for the standard. There is an ambient air quality monitoring station in Livermore that measures carbon monoxide concentrations. The highest measured level over any 8-hour averaging period during the last 3 years is less than 2 parts per million (ppm), compared to the ambient air quality standard of 9.0 ppm. The roadways affected by the proposed project have relatively low traffic volumes compared to the busier intersections in the Bay Area. BAAQMD screening guidance indicates that projects would have a less than significant impact to carbon monoxide levels if project traffic projections indicate traffic levels B - 10 would not increase at any affected intersection to more than 44,000 vehicles per hour. The intersections affected by the proposed project have much lower traffic volumes (less than 10,000 vehicles per hour). Therefore, the change in traffic caused by the proposed project would be minimal and the project would not cause or contribute to a violation of an ambient air quality standard. Impact 4: Expose sensitive receptors to substantial pollutant concentrations? Less- than- significant with construction period mitigation measures Construction activities would last about 6 months or less. These would not be intensive operations that require the use of large construction equipment for extended periods of time that could expose sensitive receptors to unhealthy air pollutant levels5. There would be demolition of the existing roadway and some site grading, which typically has the greatest construction period emissions. As indicated under Impact 2, emissions would be below the BAAQMD thresholds and are not expected to cause adverse impacts to nearby sensitive receptors. However, best management practices are necessary during demolition, trenching and grading activities to avoid generation of dust that may affect nearby sensitive receptors. Best management practices for controlling construction period air pollutant emissions are identified as Mitigation Measure AQ-1. The minimal construction activities proposed and relative short duration of these activities would not cause significant exposures to TACs or PM2.5. Operation of the proposed project would include increased mobile sources of TACs (vehicles along Dougherty Road) that would generate air pollutant emissions. The BAAQMD provides screening tables that indicate predicted community risk impacts that roadways pose6. These tables were used to develop screening level estimates of cancer risk and PM2.5 concentrations. Note that the screening tables published by BAAQMD indicate that non-cancer hazards (acute and chronic) from traffic would be well below the BAAQMD thresholds. A proposed project would result in a significant impact is project emissions of TACs or PM2.5 cause an existing sensitive receptor to be exposed to levels that exceed any of the thresholds of significance listed below. • An excess cancer risk level of more than 10 in 1 million, or a non-cancer (chronic or acute) hazard index greater than 1.0. • An incremental increase of more than 0.3 micrograms per cubic meter (μg/m3) annual average PM2.5. Existing and future average daily traffic or ADT along Dougherty Road was predicted by dividing the highest volume roadway segment by 9.3 percent (the percentage p.m. peak hour traffic volumes 5 This impact is typically evaluated in terms of a health risk assessment that predicts cancer risk, PM2.5 concentrations and non-cancer hazards based on the computation of the Hazard Index using the June 2010 BAAQMD community risk thresholds. The hazard index or HI, is the modeled concentration of a hazardous contaminant divided by the concentrations that the contaminant is suspect by BAAQMD to have an adverse impact) 6 BAAQMD Roadway Analysis Tables can be accessed from BAAQMD’s website at: http://www.baaqmd.gov/Divisions/Planning-and-Research/CEQA-GUIDELINES/Tools-and-Methodology.aspx. Note that these tables are used to determine whether additional refined analysis are necessary. B - 11 compared to ADT in the project area). For the Existing condition, this was found to be 34,742 vehicle trips per day. For the Far-Term Plus Project condition, ADT was found to be 47,484 vehicle trips per day in 2025. A review of the screening tables for the project indicate that cancer risk and PM2.5 levels under the Far-Term Plus Project condition would be 11.4 and 0.5 μg/m3, respectively, at a distance of 50 feet. The cancer risk and PM2.5 levels under the Existing condition are 8.1 and 0.3 μg/m3, respectively, at a distance of 50 feet. Therefore, the increase in excess cancer risk for the Far-Term Plus Project condition would be 3.3 and the incremental PM2.5 increase would be 0.2 μg/m3, which are both below the applicable significance thresholds. This screening approach is very conservative, because it applies current projections of cancer risk and PM2.5 exposure to future traffic volumes. Emissions of TACs and PM2.5 are predicted by the EMFAC2011 model to decrease substantially in the future. Mitigation Measure AQ-1: Include measures to control dust and exhaust during construction. During demolition or any construction ground disturbance, implement measures to control dust and exhaust. Implementation of the measures recommended by BAAQMD and listed below would reduce the air quality impacts associated with grading and new construction to a less than significant. The contractor shall implement the following Best Management Practices that are required of all projects: 1. All exposed surfaces (e.g., parking areas, staging areas, soil piles, graded areas, and unpaved access roads) shall be watered two times per day. 2. All haul trucks transporting soil, sand, or other loose material off-site shall be covered. 3. All visible mud or dirt track-out onto adjacent public roads shall be removed using wet power vacuum street sweepers at least once per day. The use of dry power sweeping is prohibited. 4. All vehicle speeds on unpaved roads shall be limited to 15 mph. 5. All roadways, driveways, and sidewalks to be paved shall be completed as soon as possible. Building pads shall be laid as soon as possible after grading unless seeding or soil binders are used. 6. Idling times shall be minimized either by shutting equipment off when not in use or reducing the maximum idling time to 5 minutes (as required by the California airborne toxics control measure Title 13, Section 2485 of California Code of Regulations [CCR]). Clear signage shall be provided for construction workers at all access points. B - 12 7. All construction equipment shall be maintained and properly tuned in accordance with manufacturer’s specifications. All equipment shall be checked by a certified mechanic and determined to be running in proper condition prior to operation. 8. Post a publicly visible sign with the telephone number and person to contact at the Lead Agency regarding dust complaints. This person shall respond and take corrective action within 48 hours. The Air District’s phone number shall also be visible to ensure compliance with applicable regulations. Impact 5: Create objectionable odors affecting a substantial number of people? No Impact Construction activities may cause localized odors that would be temporary and are not anticipated to result in frequent odor complaints. Operation of the proposed project would not generate odors that would result in confirmed odor complaints. Impact 6: Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment? Less than significant As described under Impact 2, emissions from construction and operation of the proposed project were modeled using proposed construction equipment, anticipated phasing information and project traffic information. RoadMod and EMFAC2011 also provide emissions of carbon dioxide (CO2), the primary greenhouse gas emitted from construction equipment and trucks and future vehicles on Dougherty Road. According to the analysis of construction emissions, CO2 emissions from project construction and hauling activities would be 307 MT of CO2 during the entire construction period. Neither the City of Dublin nor BAAQMD have quantified thresholds for construction activities. However, the emissions would be below the lowest threshold considered by BAAQMD. Table 7 presents the results of the emissions analysis in terms of annual metric tons of equivalent CO2 emissions (MT of CO2e/yr) from project operation. These are the daily emissions occurring along the project portion of the roadway. As shown in Table 7 below, operation of the Far-Term Plus Project condition minus emissions from the Existing condition would be 990 MT CO2e/yr. Much of this increase would be caused by cumulative growth in traffic on the project that would occur with or without the project. In any case, the increase in emissions over existing conditions would be less than the threshold of 1,100 MT of CO2e/yr. B - 13 Table 7. Annual Project GHG Emissions Scenario CO2e Existing - 2012 Emissions in metric tons per year 8,812 Existing Plus Project - 2012 Emissions in metric tons per year 8,858 Maximum Net Increase 46 BAAQMD Thresholds 1,100 Exceed? No Far-Term Plus Project - 2025 Emissions in metric tons per year 9,802 Maximum Net Increase 990 BAAQMD Thresholds 1,100 Exceed? No Impact 7: Conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of greenhouse gases? No Impact. The project would be subject to new requirements under rule making developed at the State and local level regarding greenhouse gas emissions and be subject to local policies that may affect emissions of greenhouse gases. The project would not interfere with any plan or regulation intended to reduce GHG emissions. B - 14 Ro a d C o n s t r u c t i o n E m i s s i o n s M o d e l Ve r s i o n 6 . 3 . 2 Da t a E n t r y W o r k s h e e t Op t i o n a l d a t a i n p u t s e c t i o n s h a v e a b l u e b a c k g r o u n d . O n l y a r e a s w i t h a ye l l o w o r b l u e b a c k g r o u n d c a n b e m o d i f i e d . P r o g r a m d e f a u l t s h a v e a w h i t e b a c k g r o u n d . Th e u s e r i s r e q u i r e d t o e n t e r i n f o r m a t i o n i n c e l l s C 1 0 t h r o u g h C 2 5 . In p u t T y p e Pr o j e c t N a m e D o u g h e r t y R o a d , D u b l i n Co n s t r u c t i o n S t a r t Y e a r 2 0 1 4 En t e r a Y e a r b e t w e e n 2 0 0 5 a n d 2 0 2 5 (in c l u s i v e ) Pr o j e c t T y p e 1 N e w R o a d C o n s t r u c t i o n 2 R o a d W i d e n i n g 3 B r i d g e / O v e r p a s s C o n s t r u c t i o n Pr o j e c t C o n s t r u c t i o n T i m e 6 . 0 m o n t h s Pr e d o m i n a n t S o i l / S i t e T y p e : E n t e r 1 , 2 , o r 3 1 . S a n d G r a v e l 2. W e a t h e r e d R o c k - E a r t h 3. B l a s t e d R o c k Pr o j e c t L e n g t h 1 . 6 6 m i l e s To t a l P r o j e c t A r e a 4 0 . 0 a c r e s Ma x i m u m A r e a D i s t u r b e d / D a y 4 . 0 a c r e s Wa t e r T r u c k s U s e d ? 1 1. Y e s 2 . No So i l I m p o r t e d 1 3 3 . 3 yd 3/d a y So i l E x p o r t e d 34 1 . 7 yd 3/d a y Av e r a g e T r u c k C a p a c i t y 20 . 0 yd 3 ( a s s u m e 2 0 i f u n k n o w n ) Th e r e m a i n i n g s e c t i o n s o f t h i s s h e e t c o n t a i n a r e a s t h a t c a n b e m o d i f i e d b y t h e u s e r , a l t h o u g h t h o s e m o d i f i c a t i o n s a r e o p t i o n a l . No t e : T h e p r o g r a m ' s e s t i m a t e s o f c o n s t r u c t i o n p e r i o d p h a s e l e n g t h c a n b e o v e r r i d d e n i n c e l l s C 3 4 t h r o u g h C 3 7 . P r o g r a m Us e r O v e r r i d e o f C a l c u l a t e d Co n s t r u c t i o n P e r i o d s Co n s t r u c t i o n M o n t h s Mo n t h s 20 0 5 % 20 0 6 %2007% Gr u b b i n g / L a n d C l e a r i n g 1.0 0 0. 6 0 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Gr a d i n g / E x c a v a t i o n 2.0 0 2. 7 0 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Dr a i n a g e / U t i l i t i e s / S u b - G r a d e 3 . 0 0 1. 8 0 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pa v i n g 3.0 0 0. 9 0 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 To t a l s 9. 0 0 6. 0 0 Ple a s e n o t e : Y o u h a v e e n t e r e d a d i f f e r e n t n u m b e r o f m o n t h s t h a n t h e p r o j e c t l e n g t h s h o w n i n c e l l C 1 3 . Ha u l i n g e m i s s i o n d e f a u l t v a l u e s c a n b e o v e r r i d d e n i n c e l l s C 4 5 t h r o u g h C 4 6 . So i l H a u l i n g E m i s s i o n s Us e r O v e r r i d e o f Us e r I n p u t So i l H a u l i n g D e f a u l t s De f a u l t V a l u e s Mil e s / r o u n d t r i p 30 Ro u n d t r i p s / d a y 24 To b e g i n a n e w p r o j e c t , c l i c k t h i s b u t t o n t o c l e a r da t a p r e v i o u s l y e n t e r e d . T h i s b u t t o n w i l l o n l y wo r k i f y o u o p t e d n o t t o d i s a b l e m a c r o s w h e n lo a d i n g t h i s s p r e a d s h e e t . No t e : R e q u i r e d d a t a i n p u t s e c t i o n s h a v e a y e l l o w b a c k g r o u n d . 2 2 B - 15 Ve h i c l e m i l e s t r a v e l e d / d a y ( c a l c u l a t e d ) 71 2 . 5 Ha u l i n g E m i s s i o n s R O G N O x C O P M 1 0 P M 2 . 5 C O 2 Em i s s i o n r a t e ( g r a m s / m i l e ) 0 . 7 6 9 . 0 4 4 . 7 4 0 . 3 6 0 . 2 9 1 8 8 0 . 4 7 Em i s s i o n r a t e ( g r a m s / t r i p ) 9 . 6 3 7 . 3 2 1 5 7 . 5 7 0 . 0 1 0 . 0 1 1 8 8 . 7 5 Po u n d s p e r d a y 2 . 2 1 5 . 0 2 3 . 9 0 . 6 0 . 5 2 9 7 0 . 9 To n s p e r c o n t r u c t i o n p e r i o d 0 . 0 5 0 . 3 3 0 . 5 3 0 . 0 1 0 . 0 1 6 5 . 3 6 Wo r k e r c o m m u t e d e f a u l t v a l u e s c a n b e o v e r r i d d e n i n c e l l s C 6 0 t h r o u g h C 6 5 . Us e r O v e r r i d e o f W o r k e r Wo r k e r C o m m u t e E m i s s i o n s Co m m u t e D e f a u l t V a l u e s De f a u l t V a l u e s Mil e s / o n e - w a y t r i p 20 On e - w a y t r i p s / d a y 2 No . o f e m p l o y e e s : G r u b b i n g / L a n d C l e a r i n g 7 No . o f e m p l o y e e s : G r a d i n g / E x c a v a t i o n 10 No . o f e m p l o y e e s : D r a i n a g e / U t i l i t i e s / S u b - G r a d e 9 No . o f e m p l o y e e s : P a v i n g 9 RO G NO x CO PM 1 0 PM 2 . 5 CO2 Em i s s i o n r a t e - G r u b b i n g / L a n d C l e a r i n g ( g r a m s / m i l e ) 0. 1 0 4 0. 1 8 9 1. 9 9 0 0. 0 3 3 0.0 1 8 4 2 6 . 6 8 0 Em i s s i o n r a t e - G r a d i n g / E x c a v a t i o n ( g r a m s / m i l e ) 0. 1 0 4 0. 1 8 9 1. 9 9 0 0. 0 3 3 0.0 1 8 4 2 6 . 6 8 0 Em i s s i o n r a t e - D r a i n i n g / U t i l i t i e s / S u b - G r a d e ( g r / m i l e ) 0. 1 0 4 0. 1 8 9 1. 9 9 0 0. 0 3 3 0.0 1 8 4 2 6 . 6 8 0 Em i s s i o n r a t e - P a v i n g ( g r a m s / m i l e ) 0. 1 0 4 0. 1 8 9 1. 9 9 0 0. 0 3 3 0.0 1 8 4 2 6 . 6 8 0 Em i s s i o n r a t e - G r u b b i n g / L a n d C l e a r i n g ( g r a m s / t r i p ) 0. 6 8 7 0. 2 8 9 6. 7 1 6 0. 1 4 0 0.0 1 3 1 9 3 . 1 0 0 Em i s s i o n r a t e - G r a d i n g / E x c a v a t i o n ( g r a m s / t r i p ) 0. 6 8 7 0. 2 8 9 6. 7 1 6 0. 1 4 0 0.0 1 3 1 9 3 . 1 0 0 Em i s s i o n r a t e - D r a i n i n g / U t i l i t i e s / S u b - G r a d e ( g r / t r i p ) 0. 6 8 7 0. 2 8 9 6. 7 1 6 0. 1 4 0 0.0 1 3 1 9 3 . 1 0 0 Em i s s i o n r a t e - P a v i n g ( g r a m s / t r i p ) 0. 6 8 7 0. 2 8 9 6. 7 1 6 0. 1 4 0 0.0 1 3 1 9 3 . 1 0 0 Po u n d s p e r d a y - G r u b b i n g / L a n d C l e a r i n g 0. 1 0 1 0. 1 2 8 1. 5 5 9 0. 0 2 8 0.0 1 1 2 6 1 . 3 0 7 To n s p e r c o n s t . P e r i o d - G r u b / L a n d C l e a r 0. 0 0 1 0. 0 0 1 0. 0 1 7 0.0 0 0 0.0 0 0 2.874 Po u n d s p e r d a y - G r a d i n g / E x c a v a t i o n 0. 1 0 1 0. 1 2 8 1. 5 5 9 0.0 2 8 0.0 1 1 2 6 1 . 3 0 7 To n s p e r c o n s t . P e r i o d - G r a d i n g / E x c a v a t i o n 0. 0 0 2 0. 0 0 3 0. 0 3 4 0.0 0 1 0.0 0 0 5.749 Po u n d s p e r d a y - D r a i n a g e / U t i l i t i e s / S u b - G r a d e 0. 1 0 1 0. 1 2 8 1. 5 5 9 0.0 2 8 0.0 1 1 2 6 1 . 3 0 7 To n s p e r c o n s t . P e r i o d - D r a i n / U t i l / S u b - G r a d e 0. 0 0 3 0. 0 0 4 0. 0 5 1 0.0 0 1 0.0 0 0 8.623 Po u n d s p e r d a y - P a v i n g 0. 1 2 4 0. 1 2 8 1. 5 5 9 0.0 2 8 0.0 1 1 3 5 5 . 2 8 9 To n s p e r c o n s t . P e r i o d - P a v i n g 0. 0 0 4 0. 0 0 4 0. 0 5 1 0.0 0 1 0.0 0 0 11.725 to n s p e r c o n s t r u c t i o n p e r i o d 0. 0 1 1 0. 0 1 3 0. 1 5 4 0.0 0 3 0.0 0 1 28.971 Wa t e r t r u c k d e f a u l t v a l u e s c a n b e o v e r r i d e n i n c e l l s C 9 1 t h r o u g h C 9 3 a n d E 9 1 t h r o u g h E 9 3 . Us e r O v e r r i d e o f Pr o g r a m E s t i m a t e o f Us e r O v e r r i d e o f T r u c k D e f a u l t V a l u e s De f a u l t # W a t e r T r u c k s Nu m b e r o f W a t e r T r u c k s Mil e s T r a v e l e d / D a y M i l e s T r a v e l e d / D a y Gr u b b i n g / L a n d C l e a r i n g - E x h a u s t 14 0 Gr a d i n g / E x c a v a t i o n - E x h a u s t 14 0 Dr a i n a g e / U t i l i t i e s / S u b g r a d e 14 0 RO G NO x CO PM 1 0 PM 2 . 5 CO2 Em i s s i o n r a t e - G r u b b i n g / L a n d C l e a r i n g ( g r a m s / m i l e ) 0.7 6 9.0 4 4. 7 4 0. 3 6 0. 2 9 1 8 8 0 . 4 7 Wa t e r T r u c k E m i s s i o n s B - 16 Em i s s i o n r a t e - G r a d i n g / E x c a v a t i o n ( g r a m s / m i l e ) 0.7 6 9. 0 4 4. 7 4 0.3 6 0. 2 9 1 8 8 0 . 4 7 Em i s s i o n r a t e - D r a i n i n g / U t i l i t i e s / S u b - G r a d e ( g r / m i l e ) 0.7 6 9. 0 4 4. 7 4 0.3 6 0. 2 9 1 8 8 0 . 4 7 Po u n d s p e r d a y - G r u b b i n g / L a n d C l e a r i n g 0.0 7 0. 8 0 0. 4 2 0.0 3 0. 0 3 165.68 To n s p e r c o n s t . P e r i o d - G r u b / L a n d C l e a r 0.0 0 0. 0 2 0. 0 1 0. 0 0 0. 0 0 3.64 Po u n d p e r d a y - G r a d i n g / E x c a v a t i o n 0.0 7 0. 8 0 0. 4 2 0. 0 3 0. 0 3 165.68 To n s p e r c o n s t . P e r i o d - G r a d i n g / E x c a v a t i o n 0.0 0 0. 0 2 0. 0 1 0. 0 0 0. 0 0 3.64 Po u n d p e r d a y - D r a i n a g e / U t i l i t i e s / S u b g r a d e 0.0 7 0. 8 0 0. 4 2 0. 0 3 0. 0 3 165.68 To n s p e r c o n s t . P e r i o d - D r a i n a g e / U t i l i t i e s / S u b g r a d e 0.0 0 0. 0 3 0. 0 1 0. 0 0 0. 0 0 5.47 Fu g i t i v e d u s t d e f a u l t v a l u e s c a n b e o v e r r i d d e n i n c e l l s C 1 1 0 t h r o u g h C 1 1 2 . Us e r O v e r r i d e o f M a x De f a u l t PM 1 0 PM 1 0 PM 2 . 5 PM2.5 Ac r e a g e D i s t u r b e d / D a y Ma x i m u m A c r e a g e / D a y po u n d s / d a y t o n s / p e r p e r i o d p o u n d s / d a y t o n s / p e r p e r i o d Fu g i t i v e D u s t - G r u b b i n g / L a n d C l e a r i n g 4 40 . 0 0. 4 8. 3 0.1 Fu g i t i v e D u s t - G r a d i n g / E x c a v a t i o n 4 40 . 0 1. 2 8. 3 0.2 Fu g i t i v e D u s t - D r a i n a g e / U t i l i t i e s / S u b g r a d e 4 40 . 0 0. 8 8. 3 0.2 Fu g i t i v e D u s t B - 17 Of f - R o a d E q u i p m e n t E m i s s i o n s De f a u l t Gr u b b i n g / L a n d C l e a r i n g Nu m b e r o f V e h i c l e s RO G C O N O x P M 1 0 P M 2 . 5 C O 2 Ov e r r i d e o f D e f a u l t N u m b e r o f V e h i c l e s Pr o g r a m - e s t i m a t e Ty p e p o u n d s / d a y p o u n d s / d a y p o u n d s / d a y p o u n d s / d a y p o u n d s / d a y p o u n d s / d a y Ae r i a l L i f t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Air C o m p r e s s o r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Bo r e / D r i l l R i g s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ce m e n t a n d M o r t a r M i x e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Co n c r e t e / I n d u s t r i a l S a w s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Cr a n e s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Cr u s h i n g / P r o c . E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 1. 0 0 Ex c a v a t o r s 0. 3 7 2. 1 8 2 . 7 3 0 . 1 5 0 . 1 4 3 6 6 . 7 3 Fo r k l i f t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ge n e r a t o r S e t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Gr a d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Of f - H i g h w a y T r a c t o r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Of f - H i g h w a y T r u c k s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ot h e r C o n s t r u c t i o n E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ot h e r G e n e r a l I n d u s t r i a l E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ot h e r M a t e r i a l H a n d l i n g E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pa v e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pa v i n g E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pla t e C o m p a c t o r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pr e s s u r e W a s h e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pu m p s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ro l l e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ro u g h T e r r a i n F o r k l i f t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 1 R u b b e r T i r e d D o z e r s 0. 9 7 4. 1 8 8 . 0 6 0 . 3 3 0 . 3 1 8 3 4 . 6 8 Ru b b e r T i r e d L o a d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 2. 0 0 1 S c r a p e r s 2. 0 5 7. 6 7 1 7 . 7 0 0 . 6 8 0 . 6 3 2 1 7 5 . 8 3 2. 0 0 3 S i g n a l B o a r d s 0. 4 7 1. 5 2 1 . 4 9 0 . 1 2 0 . 1 1 1 6 4 . 7 0 Sk i d S t e e r L o a d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Su r f a c i n g E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Sw e e p e r s / S c r u b b e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Tr a c t o r s / L o a d e r s / B a c k h o e s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Tr e n c h e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 We l d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Gr u b b i n g / L a n d C l e a r i n g p o u n d s p e r d a y 3.9 15 . 5 30 . 0 1.31.23541.9 Gr u b b i n g / L a n d C l e a r i n g t o n s p e r p h a s e 0.0 0. 2 0. 3 0.00.039.0 De f a u l t Gr a d i n g / E x c a v a t i o n Nu m b e r o f V e h i c l e s RO G C O NO x PM10PM2.5CO2 Ov e r r i d e o f D e f a u l t N u m b e r o f V e h i c l e s Pr o g r a m - e s t i m a t e Ty p e po u n d s / d a y po u n d s / d a y p o u n d s / d a y p o u n d s / d a y p o u n d s / d a y p o u n d s / d a y Ae r i a l L i f t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 B - 18 Air C o m p r e s s o r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Bo r e / D r i l l R i g s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ce m e n t a n d M o r t a r M i x e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Co n c r e t e / I n d u s t r i a l S a w s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 C r a n e s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Cr u s h i n g / P r o c . E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 2. 0 0 1 E x c a v a t o r s 0. 7 4 4. 3 5 5 . 4 5 0 . 3 0 0 . 2 8 7 3 3 . 4 6 Fo r k l i f t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ge n e r a t o r S e t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 1 G r a d e r s 0. 4 9 2. 5 7 3 . 6 9 0 . 2 0 0 . 1 9 4 3 4 . 0 7 Of f - H i g h w a y T r a c t o r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Of f - H i g h w a y T r u c k s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 1. 0 0 0 O t h e r C o n s t r u c t i o n E q u i p m e n t 0. 2 2 1. 2 5 1 . 5 7 0 . 1 2 0 . 1 1 1 9 2 . 8 1 Ot h e r G e n e r a l I n d u s t r i a l E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ot h e r M a t e r i a l H a n d l i n g E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pa v e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pa v i n g E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pla t e C o m p a c t o r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pr e s s u r e W a s h e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pu m p s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ro l l e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ro u g h T e r r a i n F o r k l i f t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ru b b e r T i r e d D o z e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 1 R u b b e r T i r e d L o a d e r s 0. 3 4 1. 8 1 2 . 5 8 0 . 1 4 0 . 1 3 3 0 7 . 4 4 1 S c r a p e r s 1. 0 3 3. 8 4 8 . 8 5 0 . 3 4 0 . 3 1 1 0 8 7 . 9 2 2. 0 0 3 S i g n a l B o a r d s 0. 4 7 1. 5 2 1 . 4 9 0 . 1 2 0 . 1 1 1 6 4 . 7 0 Sk i d S t e e r L o a d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Su r f a c i n g E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Sw e e p e r s / S c r u b b e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Tr a c t o r s / L o a d e r s / B a c k h o e s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Tr e n c h e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 We l d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Gr a d i n g / E x c a v a t i o n po u n d s p e r d a y 3.3 15 . 3 23 . 6 1.21.12920.4 Gr a d i n g to n s p e r p h a s e 0.1 0. 3 0. 5 0.00.064.2 De f a u l t Dr a i n a g e / U t i l i t i e s / S u b g r a d e Nu m b e r o f V e h i c l e s RO G C O NO x PM10PM2.5CO2 Ov e r r i d e o f D e f a u l t N u m b e r o f V e h i c l e s Pr o g r a m - e s t i m a t e po u n d s / d a y po u n d s / d a y p o u n d s / d a y p o u n d s / d a y p o u n d s / d a y p o u n d s / d a y Ae r i a l L i f t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Air C o m p r e s s o r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Bo r e / D r i l l R i g s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ce m e n t a n d M o r t a r M i x e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Co n c r e t e / I n d u s t r i a l S a w s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Cr a n e s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Cr u s h i n g / P r o c . E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 2. 0 0 Ex c a v a t o r s 0. 7 4 4. 3 5 5 . 4 5 0 . 3 0 0 . 2 8 7 3 3 . 4 6 Fo r k l i f t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ge n e r a t o r S e t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 B - 19 0. 0 0 1 G r a d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Of f - H i g h w a y T r a c t o r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Of f - H i g h w a y T r u c k s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ot h e r C o n s t r u c t i o n E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ot h e r G e n e r a l I n d u s t r i a l E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ot h e r M a t e r i a l H a n d l i n g E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pa v e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pa v i n g E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 2. 0 0 1 P l a t e C o m p a c t o r s 0. 0 2 0. 1 2 0 . 1 4 0 . 0 1 0 . 0 1 1 9 . 8 7 Pr e s s u r e W a s h e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pu m p s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ro l l e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ro u g h T e r r a i n F o r k l i f t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ru b b e r T i r e d D o z e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ru b b e r T i r e d L o a d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 1 S c r a p e r s 1. 0 3 3. 8 4 8 . 8 5 0 . 3 4 0 . 3 1 1 0 8 7 . 9 2 2. 0 0 3 S i g n a l B o a r d s 0. 4 7 1. 5 2 1 . 4 9 0 . 1 2 0 . 1 1 1 6 4 . 7 0 Sk i d S t e e r L o a d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Su r f a c i n g E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Sw e e p e r s / S c r u b b e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 3. 0 0 Tr a c t o r s / L o a d e r s / B a c k h o e s 0. 3 6 4. 3 0 2 . 2 4 0 . 0 7 0 . 0 6 6 5 8 . 0 4 0. 0 0 1 T r e n c h e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 We l d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Dr a i n a g e po u n d s p e r d a y 2.6 14 . 1 18 . 2 0.80.82664.0 Dr a i n a g e to n s p e r p h a s e 0.1 0. 5 0. 6 0.00.087.9 De f a u l t Pa v i n g Nu m b e r o f V e h i c l e s RO G C O NO x PM10PM2.5CO2 Ov e r r i d e o f D e f a u l t N u m b e r o f V e h i c l e s Pr o g r a m - e s t i m a t e Ty p e po u n d s / d a y po u n d s / d a y p o u n d s / d a y p o u n d s / d a y p o u n d s / d a y p o u n d s / d a y Ae r i a l L i f t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Air C o m p r e s s o r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Bo r e / D r i l l R i g s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ce m e n t a n d M o r t a r M i x e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Co n c r e t e / I n d u s t r i a l S a w s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Cr a n e s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Cr u s h i n g / P r o c . E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ex c a v a t o r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Fo r k l i f t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ge n e r a t o r S e t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Gr a d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Of f - H i g h w a y T r a c t o r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Of f - H i g h w a y T r u c k s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ot h e r C o n s t r u c t i o n E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ot h e r G e n e r a l I n d u s t r i a l E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ot h e r M a t e r i a l H a n d l i n g E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 1 P a v e r s 0. 4 9 1. 8 7 2 . 9 7 0 . 2 6 0 . 2 4 2 5 8 . 7 4 1 P a v i n g E q u i p m e n t 0. 3 7 1. 4 1 2 . 2 4 0 . 1 9 0 . 1 8 1 9 5 . 6 1 Pla t e C o m p a c t o r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 B - 20 Pr e s s u r e W a s h e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pu m p s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 3. 0 0 2 R o l l e r s 0. 9 4 4. 1 2 6 . 0 4 0 . 5 1 0 . 4 7 6 0 2 . 7 2 Ro u g h T e r r a i n F o r k l i f t s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ru b b e r T i r e d D o z e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Ru b b e r T i r e d L o a d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Sc r a p e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 2. 0 0 3 S i g n a l B o a r d s 0. 4 7 1. 5 2 1 . 4 9 0 . 1 2 0 . 1 1 1 6 4 . 7 0 Sk i d S t e e r L o a d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Su r f a c i n g E q u i p m e n t 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Sw e e p e r s / S c r u b b e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Tr a c t o r s / L o a d e r s / B a c k h o e s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Tr e n c h e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 We l d e r s 0. 0 0 0. 0 0 0 . 0 0 0 . 0 0 0 . 0 0 0 . 0 0 Pa v i n g po u n d s p e r d a y 2.3 8. 9 12 . 7 1.11.01221.8 Pa v i n g to n s p e r p h a s e 0.1 0. 3 0. 4 0.00.040.3 To t a l E m i s s i o n s a l l P h a s e s ( t o n s p e r c o n s t r u c t i o n p e r i o d ) = > 0.3 1. 3 1. 9 0.10.1231.4 Eq u i p m e n t d e f a u l t v a l u e s f o r h o r s e p o w e r , l o a d f a c t o r , a n d h o u r s / d a y c a n b e o v e r r i d d e n i n c e l l s C 2 8 5 t h r o u g h C 3 1 7 , E 2 8 5 t h r o u g h E 3 1 7 , a n d G 2 8 5 t h r o u g h G 3 1 7 . De f a u l t V a l u e s D e f a u l t V a l u e s D e f a u l t V a l u e s Eq u i p m e n t Ho r s e p o w e r L o a d F a c t o r H o u r s / d a y Ae r i a l L i f t s 60 0 . 3 1 0 . 4 6 8 Air C o m p r e s s o r s 10 6 0 . 3 2 0 . 4 8 8 Bo r e / D r i l l R i g s 29 1 0 . 5 0 0 . 7 5 8 Ce m e n t a n d M o r t a r M i x e r s 10 0 . 3 8 0 . 5 6 8 Co n c r e t e / I n d u s t r i a l S a w s 19 0 . 4 9 0 . 7 3 8 Cr a n e s 39 9 0 . 2 9 0 . 4 3 8 Cr u s h i n g / P r o c . E q u i p m e n t 14 2 0 . 5 2 0 . 7 8 8 Ex c a v a t o r s 16 8 0 . 3 8 0 . 5 7 8 Fo r k l i f t s 14 5 0 . 2 0 0 . 3 0 8 Ge n e r a t o r S e t s 54 9 0 . 5 0 0 . 7 4 8 Gr a d e r s 17 4 0 . 4 1 0 . 6 1 8 Off - H i g h w a y T r a c t o r s 26 7 0 . 4 4 0 . 6 5 8 Off - H i g h w a y T r u c k s 47 9 0 . 3 8 0 . 5 7 8 Oth e r C o n s t r u c t i o n E q u i p m e n t 75 0 . 4 2 0 . 6 2 8 Oth e r G e n e r a l I n d u s t r i a l E q u i p m e n t 2 3 8 0 . 3 4 0 . 5 1 8 Oth e r M a t e r i a l H a n d l i n g E q u i p m e n t 1 9 1 0 . 4 0 0 . 5 9 8 Pa v e r s 10 0 0 . 4 2 0 . 6 2 8 Pa v i n g E q u i p m e n t 10 4 0 . 3 6 0 . 5 3 8 Pla t e C o m p a c t o r s 8 0 . 2 9 0 . 4 3 8 Pr e s s u r e W a s h e r s 1 0 . 4 0 0 . 6 0 8 Pu m p s 53 0 . 5 0 0 . 7 4 8 Ro l l e r s 95 0 . 3 8 0 . 5 6 8 Ro u g h T e r r a i n F o r k l i f t s 93 0 . 4 0 0 . 6 0 8 Ru b b e r T i r e d D o z e r s 35 7 0 . 4 0 0 . 5 9 8 B - 21 Ru b b e r T i r e d L o a d e r s 15 7 0 . 3 6 0 . 5 4 8 Sc r a p e r s 31 3 0 . 4 8 0 . 7 2 8 Sig n a l B o a r d s 20 0 . 5 2 0 . 7 8 8 Sk i d S t e e r L o a d e r s 44 0 . 3 7 0 . 5 5 8 Su r f a c i n g E q u i p m e n t 36 2 0 . 3 0 0 . 4 5 8 Sw e e p e r s / S c r u b b e r s 91 0 . 4 6 0 . 6 8 8 Tr a c t o r s / L o a d e r s / B a c k h o e s 10 8 0 . 3 7 0 . 5 5 8 Tr e n c h e r s 63 0 . 5 0 0 . 7 5 8 We l d e r s 45 0 . 3 0 0 . 4 5 8 B - 22 Ro a d C o n s t r u c t i o n E m i s s i o n s M o d e l , V e r s i o n 6 . 3 . 2 Em i s s i o n E s t i m a t e s f o r - > To t a l Ex h a u s t F u g i t i v e D u s t T o t a l Ex h a u s t F u g i t i v e D u s t Pr o j e c t P h a s e s ( En g l i s h U n i t s ) RO G ( l b s / d a y ) C O ( l b s / d a y ) N O x ( l b s / d a y ) P M 1 0 ( l b s / d a y ) P M 1 0 ( l b s / d a y ) P M 1 0 ( l b s / d a y ) P M 2 . 5 ( l b s / d a y ) P M 2 . 5 ( l b s / d a y ) P M 2 . 5 ( l b s / d a y ) C O 2 ( l b s / d a y ) Gr u b b i n g / L a n d C l e a r i n g 4. 0 1 7 . 5 3 0 . 9 4 1 . 3 1 . 3 4 0 . 0 9 . 5 1 . 2 8 . 3 3,968.9 Gr a d i n g / E x c a v a t i o n 5. 7 4 1 . 2 3 9 . 5 4 1 . 8 1 . 8 4 0 . 0 9 . 9 1 . 6 8 . 3 6,318.3 Dr a i n a g e / U t i l i t i e s / S u b - G r a d e 2. 8 1 6 . 1 1 9 . 1 4 0 . 9 0 . 9 4 0 . 0 9 . 1 0 . 8 8 . 3 3,091.0 Pa v i n g 2. 4 1 0 . 5 1 2 . 9 1 . 1 1 . 1 - 1 . 0 1 . 0 - 1,577.1 Ma x i m u m ( p o u n d s / d a y ) 5. 7 4 1 . 2 3 9 . 5 4 1 . 8 1 . 8 4 0 . 0 9 . 9 1 . 6 8 . 3 6,318.3 To t a l ( t o n s / c o n s t r u c t i o n p r o j e c t ) 0. 3 2 . 0 2 . 3 2 . 5 0 . 1 2 . 4 0 . 6 0 . 1 0 . 5 338.5 N o t e s : P r o j e c t S t a r t Y e a r - > 2 0 1 4 Pr o j e c t L e n g t h ( m o n t h s ) - > 6 To t a l P r o j e c t A r e a ( a c r e s ) - > 4 0 Ma x i m u m A r e a D i s t u r b e d / D a y ( a c r e s ) - > 4 To t a l S o i l I m p o r t e d / E x p o r t e d ( y d 3/d a y ) - > 47 5 Em i s s i o n E s t i m a t e s f o r - > To t a l Ex h a u s t F u g i t i v e D u s t T o t a l Ex h a u s t F u g i t i v e D u s t Pr o j e c t P h a s e s ( Me t r i c U n i t s ) RO G ( k g s / d a y ) C O ( k g s / d a y ) N O x ( k g s / d a y ) P M 1 0 ( k g s / d a y ) P M 1 0 ( k g s / d a y ) P M 1 0 ( k g s / d a y ) P M 2 . 5 ( k g s / d a y ) P M 2 . 5 ( k g s / d a y ) P M 2 . 5 ( k g s / d a y ) C O 2 ( k g s / d a y ) Gr u b b i n g / L a n d C l e a r i n g 1. 8 8 . 0 1 4 . 0 1 8 . 8 0 . 6 1 8 . 2 4 . 3 0 . 6 3 . 8 1,804.1 Gr a d i n g / E x c a v a t i o n 2. 6 1 8 . 7 1 8 . 0 1 9 . 0 0 . 8 1 8 . 2 4 . 5 0 . 7 3 . 8 2,872.0 Dr a i n a g e / U t i l i t i e s / S u b - G r a d e 1. 3 7 . 3 8 . 7 1 8 . 6 0 . 4 1 8 . 2 4 . 2 0 . 4 3 . 8 1,405.0 Pa v i n g 1. 1 4 . 8 5 . 9 0 . 5 0 . 5 - 0 . 5 0 . 5 - 716.8 Ma x i m u m ( k i l o g r a m s / d a y ) 2. 6 1 8 . 7 1 8 . 0 1 9 . 0 0 . 8 1 8 . 2 4 . 5 0 . 7 3 . 8 2,872.0 To t a l ( m e g a g r a m s / c o n s t r u c t i o n p r o j e c t ) 0. 3 1 . 8 2 . 1 2 . 3 0 . 1 2 . 2 0 . 6 0 . 1 0 . 5 307.1 N o t e s : P r o j e c t S t a r t Y e a r - > 2 0 1 4 Pr o j e c t L e n g t h ( m o n t h s ) - > 6 To t a l P r o j e c t A r e a ( h e c t a r e s ) - > 1 6 Ma x i m u m A r e a D i s t u r b e d / D a y ( h e c t a r e s ) - > 2 To t a l S o i l I m p o r t e d / E x p o r t e d ( m e t e r s 3/d a y ) - > 36 3 To t a l P M 1 0 e m i s s i o n s s h o w n i n c o l u m n F a r e t h e s u m o f e x h a u s t a n d f u g i t i v e d u s t e m i s s i o n s s h o w n i n c o l u m n s H a n d I . T o t a l P M 2 . 5 e m i s s i o n s s h o w n i n C o l u m n J a r e t h e s u m e o f e x h a u s t a n d f u g i t i v e d u s t em i s s i o n s s h o w n i n c o l u m n s K a n d L . Do u g h e r t y R o a d , D u b l i n Do u g h e r t y R o a d , D u b l i n PM 1 0 a n d P M 2 . 5 e s t i m a t e s a s s u m e 5 0 % c o n t r o l o f f u g i t i v e d u s t f r o m w a t e r i n g a n d a s s o c i a t e d d u s t c o n t r o l m e a s u r e s i f a m i n i m u m n u m b e r o f w a t e r t r u c k s a r e s p e c i f i e d . PM 1 0 a n d P M 2 . 5 e s t i m a t e s a s s u m e 5 0 % c o n t r o l o f f u g i t i v e d u s t f r o m w a t e r i n g a n d a s s o c i a t e d d u s t c o n t r o l m e a s u r e s i f a m i n i m u m n u m b e r o f w a t e r t r u c k s a r e s p e c i f i e d . To t a l P M 1 0 e m i s s i o n s s h o w n i n c o l u m n F a r e t h e s u m o f e x h a u s t a n d f u g i t i v e d u s t e m i s s i o n s s h o w n i n c o l u m n s H a n d I . T o t a l P M 2 . 5 e m i s s i o n s s h o w n i n C o l u m n J a r e t h e s u m o f e x h a u s t a n d f u g i t i v e d u s t em i s s i o n s s h o w n i n c o l u m n s K a n d L . B - 23 Roadway Operational Emissions using EMFAC2011 Dougherty Road Existing PM Peak Trips Roadway SegmentTotal Length (miles)NB TripsSB TripsNB milesSB miles Sierra Lane to Scarlett Drive0.2921571074625.53311.460 Scarlett Drive to Amador Valley0.5820039581161.74555.640 Amador Valley to Willow Creek Drive0.441848856813.12376.640 Willow Creek Drive to Fall Creek Drive0.351677783586.95274.050 Peak Hour Miles 4705.13 Total Peak Hour Trips 11356 PM Peak to ADT %9.3% VMT 50592.80 ROGNOxPM10PM2.5CO2 Total Grams/Day6751.4992350594.365241231.599851131.1638924141846.916 Total Lbs/Day14.88450792111.54148212.71521292.4937894953223.6618 Total Tons/Year2.71642269620.356320480.495526350.45511658 Total Metric Tons/Year 8811.774117 Dougherty Road Existing + Project PM Peak Trips Roadway SegmentTotal Length (miles)NB TripsSB TripsNB milesSB miles Sierra Lane to Scarlett Drive0.2922021101638.58319.290 Scarlett Drive to Amador Valley0.5820039581161.74555.640 Amador Valley to Willow Creek Drive0.441854856815.76376.640 Willow Creek Drive to Fall Creek Drive0.351680783588274.050 Peak Hour Miles 4729.70 Total Peak Hour Trips 11437 PM Peak to ADT %9.3% VMT 50856.99 ROGNOxPM10PM2.5CO2 Total Grams/Day6786.7650858.571238.031137.0724267914.67 Total Lbs/Day14.96112.122.732.5153501.59 Incease Lbs (Existing + Project from Existing)0.080.580.010.01 Total Tons/Year2.7320.460.500.46 Total Metric Tons/Year 8857.79 Incease Tons (Existing + Project from Existing)0.010.110.000.00 Increase MT (Existing + Project from Existing)46.01 Dougherty Road Far-Term + Project PM Peak Trips Roadway SegmentTotal Length (miles)NB TripsSB TripsNB milesSB miles Sierra Lane to Scarlett Drive0.2922371838648.73533.020 Scarlett Drive to Amador Valley0.58233020861351.41209.880 Amador Valley to Willow Creek Drive0.4420491653901.56727.320 Willow Creek Drive to Fall Creek Drive0.3518751580656.25553.000 Peak Hour Miles 6581.16 Total Peak Hour Trips 15648 PM Peak to ADT %9.3% VMT 70765.16 ROGNOxPM10PM2.5CO2 Total Grams/Day3425.2021450.08540.81498.5126853494.66 Total Lbs/Day7.5547.291.191.1059201.82 Increase (Far-Term + Project from Existing)-7.33-64.25-1.52-1.39 Total Tons/Year1.388.630.220.20 Total Metric Tons/Year 9801.53 Incease Tons (Existing + Project from Existing)-1.34-11.73-0.28-0.25 Increase MT (Existing + Project from Existing)989.75 B - 24 EM F A C 2 0 1 1 20 1 2 E s t i m a t e d A n n u a l E m i s s i o n R a t e s EM F A C 2 0 0 7 V e h i c l e C a t e g o r i e s Ala m e d a C O U N T Y Sa n F r a n c i s c o B a y A r e a A I R B A S I N Ba y A r e a A Q M D To t a l R O G g r a m s T O T A L N O x g r a m s T O T A L P M 1 0 g r a m s T O T A L P M 2 . 5 g r a m s T O T A L C O 2 g r a m s Ar e a C a l Y r S e a s o n V e h F u e l M d l Y r S p e e d P o p V M T R O G _ R U N E X N O X _ R U N E X P M 1 0 _ R U N E X P M 2 _ 5 _ R U N E X C O 2 _ R U N E X ( P a v l e y I + L C F S ) (M i l e s / h r ) ( V e h i c l e s ) ( M i l e s / d a y ) ( g m s / m i l e ) ( g m s / m i l e ) ( g m s / m i l e ) ( g m s / m i l e ) ( g m s / m i l e ) Ala m e d a ( S F ) 2 0 1 2 A n n u a l L D A G A S A l l M Y r A l l S p e e d s 6 0 0 , 5 1 3 2 1 , 7 3 0 , 5 2 0 0 . 0 7 1 , 5 6 9 , 1 9 8 . 1 1 0 . 1 9 4 , 2 1 3 , 9 2 9 . 7 0 0 . 0 0 6 1 , 7 4 5 . 2 6 0 . 0 0 5 5 , 7 7 1 . 4 0 3 2 2 6,991,224,035 Ala m e d a ( S F ) 2 0 1 2 A n n u a l L D A D S L A l l M Y r A l l S p e e d s 2 , 9 8 8 9 9 , 3 0 9 0 . 0 7 6 , 9 7 0 . 2 7 0 . 8 4 8 3 , 5 9 0 . 0 3 0 . 0 5 5 , 2 1 1 . 5 7 0 . 0 5 4 , 7 9 4 . 6 5 3 3 5 33,299,966 Ala m e d a ( S F ) 2 0 1 2 A n n u a l L D T 1 G A S A l l M Y r A l l S p e e d s 6 8 , 4 3 3 2 , 5 1 0 , 7 6 1 0 . 1 6 3 9 7 , 5 1 9 . 0 3 0 . 4 6 1 , 1 5 2 , 1 6 3 . 4 0 0 . 0 1 1 4 , 5 0 3 . 1 5 0 . 0 1 1 3 , 1 3 7 . 4 2 3 7 5 940,579,488 Ala m e d a ( S F ) 2 0 1 2 A n n u a l L D T 1 D S L A l l M Y r A l l S p e e d s 9 7 3 , 0 8 5 0 . 1 1 3 5 2 . 7 2 1 . 0 2 3 , 1 5 6 . 8 6 0 . 1 0 2 9 8 . 2 4 0 . 0 9 2 7 4 . 3 8 3 4 7 1,071,825 Ala m e d a ( S F ) 2 0 1 2 A n n u a l L D T 2 G A S A l l M Y r A l l S p e e d s 1 7 5 , 0 8 7 6 , 8 2 5 , 6 3 8 0 . 0 7 4 8 4 , 4 6 7 . 8 5 0 . 3 2 2 , 2 1 3 , 4 9 3 . 5 0 0 . 0 0 1 7 , 3 6 1 . 6 6 0 . 0 0 1 5 , 7 7 4 . 7 5 4 4 8 3,058,015,057 Ala m e d a ( S F ) 2 0 1 2 A n n u a l L D T 2 D S L A l l M Y r A l l S p e e d s 8 7 2 , 9 5 8 0 . 1 1 3 2 4 . 5 7 1 . 1 0 3 , 2 6 3 . 1 1 0 . 0 9 2 6 4 . 0 0 0 . 0 8 2 4 2 . 8 8 3 4 9 1,030,956 Ala m e d a ( S F ) 2 0 1 2 A n n u a l L H D 1 G A S A l l M Y r A l l S p e e d s 2 2 , 4 8 2 9 3 6 , 2 1 4 0 . 2 8 2 6 0 , 9 1 6 . 2 0 0 . 6 1 5 6 7 , 9 1 5 . 8 7 0 . 0 0 3 , 7 8 4 . 7 4 0 . 0 0 3 , 4 9 5 . 6 4 9 6 7 905,551,655 Ala m e d a ( S F ) 2 0 1 2 A n n u a l L H D 1 D S L A l l M Y r A l l S p e e d s 8 , 8 2 6 3 6 7 , 1 6 7 0 . 2 6 9 6 , 3 4 4 . 8 1 5 . 0 0 1, 8 3 7 , 1 1 0 . 4 1 0. 0 6 22 , 6 8 2 . 0 8 0. 0 6 20,867.51 525 192,684,840 Ala m e d a ( S F ) 2 0 1 2 A n n u a l L H D 2 G A S A l l M Y r A l l S p e e d s 2 , 1 6 8 87 , 7 0 7 0.3 3 28 , 9 3 0 . 1 3 0. 6 7 59 , 0 4 7 . 1 8 0. 0 0 41 2 . 5 3 0. 0 0 374.13 967 84,834,339 Ala m e d a ( S F ) 2 0 1 2 A n n u a l L H D 2 D S L A l l M Y r A l l S p e e d s 2 , 5 3 9 10 5 , 7 7 8 0.2 4 25 , 2 7 8 . 1 1 4. 6 2 48 8 , 2 8 3 . 6 3 0. 0 6 6, 1 1 3 . 3 0 0. 0 5 5,624.24 525 55,551,719 Ala m e d a ( S F ) 2 0 1 2 A n n u a l M C Y G A S A l l M Y r A l l S p e e d s 2 5 , 4 8 7 21 5 , 7 2 1 3.1 1 67 1 , 4 7 9 . 3 9 1. 3 2 28 5 , 2 6 5 . 2 5 0. 0 0 29 3 . 9 4 0. 0 0 231.47 143 30,905,360 Ala m e d a ( S F ) 2 0 1 2 A n n u a l M D V G A S A l l M Y r A l l S p e e d s 1 2 1 , 4 4 3 4,7 3 1 , 2 6 1 0.0 9 43 8 , 3 8 2 . 6 7 0. 4 7 2, 2 4 4 , 3 2 1 . 2 9 0. 0 0 12 , 6 2 5 . 1 8 0. 0 0 11,585.81 573 2,710,176,603 Ala m e d a ( S F ) 2 0 1 2 A n n u a l M D V D S L A l l M Y r A l l S p e e d s 1 5 4 5,9 6 8 0.0 5 31 8 . 4 0 0. 5 8 3,4 3 4 . 6 4 0. 0 4 26 2 . 8 3 0. 0 4 241.81 347 2,068,613 Ala m e d a ( S F ) 2 0 1 2 A n n u a l M H G A S A l l M Y r A l l S p e e d s 3 , 9 8 9 50 , 4 0 3 0.4 9 24 , 9 3 8 . 1 9 1. 5 6 78 , 4 3 5 . 7 0 0. 0 1 26 6 . 2 0 0. 0 0 234.31 674 33,974,560 Ala m e d a ( S F ) 2 0 1 2 A n n u a l M H D S L A l l M Y r A l l S p e e d s 5 4 8 7,1 1 6 0.2 5 1,8 0 6 . 9 8 8. 7 5 62 , 2 3 4 . 4 0 0. 2 4 1, 6 8 8 . 4 2 0. 2 2 1,553.35 1,190 8,469,535 Ala m e d a ( S F ) 2 0 1 2 A n n u a l O B U S G A S A l l M Y r A l l S p e e d s 5 8 3 31 , 5 7 4 0.2 5 7,7 6 6 . 5 5 1. 6 6 52 , 4 3 4 . 9 2 0. 0 0 41 . 0 2 0. 0 0 37.74 674 21,283,001 Ala m e d a ( S F ) 2 0 1 2 A n n u a l O B U S D S L A l l M Y r A l l S p e e d s 4 6 9 38 , 3 8 3 0.5 3 20 , 1 8 9 . 5 2 10 . 3 9 39 8 , 7 2 1 . 6 4 0. 3 7 14 , 1 5 7 . 4 5 0. 3 4 13,024.86 1,464 56,197,611 Ala m e d a ( S F ) 2 0 1 2 A n n u a l S B U S G A S A l l M Y r A l l S p e e d s 6 9 3,1 1 3 2.3 5 7,3 0 6 . 7 8 3. 2 0 9,9 5 9 . 5 4 0. 0 1 46 . 0 9 0. 0 1 38.76 738 2,298,662 Ala m e d a ( S F ) 2 0 1 2 A n n u a l S B U S D S L A l l M Y r A l l S p e e d s 1 4 5 5,5 1 9 0.5 8 3,2 2 3 . 0 3 10 . 8 5 59 , 8 8 3 . 6 5 0. 3 5 1, 9 5 0 . 5 0 0. 3 3 1,794.46 1,281 7,072,639 Ala m e d a ( S F ) 2 0 1 2 A n n u a l T 6 G A S A l l M Y r A l l S p e e d s 1 , 8 8 5 83 , 6 6 4 0.4 7 39 , 5 2 2 . 9 1 2. 2 5 18 8 , 5 4 5 . 2 1 0. 0 0 25 6 . 0 2 0. 0 0 230.04 674 56,394,321 Ala m e d a ( S F ) 2 0 1 2 A n n u a l T 6 D S L A l l M Y r A l l S p e e d s 1 1 , 0 9 4 64 1 , 0 7 6 0.4 0 25 4 , 8 9 4 . 5 2 7. 0 6 4, 5 2 6 , 9 7 1 . 2 1 0. 2 5 16 1 , 6 2 5 . 2 4 0. 2 3 148,695.23 1,184 759,248,479 Ala m e d a ( S F ) 2 0 1 2 A n n u a l T 7 G A S A l l M Y r A l l S p e e d s 8 0 9,2 7 3 1.3 9 12 , 9 0 6 . 1 1 7. 0 1 65 , 0 1 6 . 4 3 0. 0 0 13 . 3 5 0. 0 0 11.60 582 5,394,413 Ala m e d a ( S F ) 2 0 1 2 A n n u a l T 7 D S L A l l M Y r A l l S p e e d s 1 2 , 0 1 5 1,6 5 5 , 9 1 8 0.5 5 90 7 , 3 5 9 . 8 7 11 . 4 0 18 , 8 8 3 , 5 4 4 . 9 3 0. 3 7 61 0 , 0 2 8 . 6 8 0. 3 4 561,226.38 1,747 2,893,334,449 Ala m e d a ( S F ) 20 1 2 A n n u a l U B U S G A S A l l M Y r A l l S p e e d s 8 4 1 1 , 2 1 6 2.0 2 22 , 6 8 9 . 5 8 5. 0 9 57 , 0 3 4 . 8 6 0. 0 0 51 . 5 3 0. 0 0 45.74 740 8,304,849 Ala m e d a ( S F ) 2 0 1 2 A n n u a l U B U S D S L A l l M Y r A l l S p e e d s 1 , 0 5 7 14 0 , 5 2 6 0.6 7 94 , 8 4 4 . 1 3 19 . 6 6 2, 7 6 3 , 3 6 1 . 8 4 0. 3 2 45 , 3 5 2 . 2 1 0. 3 0 41,724.04 2,642 371,305,906 40 , 2 9 9 , 8 6 9 5,3 7 7 , 9 3 0 . 4 0 40 , 3 0 1 , 1 1 9 . 1 8 98 1 , 0 3 5 . 1 9 901,032.56 19,230,272,882 AV E R A G E G R A M S / M I L E 0. 1 3 1 . 0 0 0 . 0 2 0 . 0 2 4 7 7 B - 25 EM F A C 2 0 1 1 20 2 5 E s t i m a t e d A n n u a l E m i s s i o n R a t e s EM F A C 2 0 0 7 V e h i c l e C a t e g o r i e s Ala m e d a C O U N T Y Sa n F r a n c i s c o B a y A r e a A I R B A S I N Ba y A r e a A Q M D To t a l R O G G r a m s T o t a l N O x G r a m s T o t a l C O 2 G r a m s T o t a l P M 1 0 G r a m s T o t a l P M 2 . 5 G r a m s Ar e a C a l Y r S e a s o n V e h F u e l M d l Y r S p e e d P o p V M T R O G _ R U N E X N O X _ R U N E X C O 2 _ R U N E X ( P a v l e y I + L C F S ) P M 1 0 _ R U N E X P M 2 _ 5 _ R U N E X (M i l e s / h r ) ( V e h i c l e s ) ( M i l e s / d a y ) ( g m s / m i l e ) ( g m s / m i l e ) ( g m s / m i l e ) ( g m s / m i l e ) ( g m s / m i l e ) Ala m e d a ( S F ) 2 0 2 5 A n n u a l L D A G A S A l l M Y r A l l S p e e d s 6 6 1 , 0 9 1 2 4 , 1 2 2 , 8 3 2 0 . 0 1 2 7 2 , 6 1 6 . 8 0 0 . 0 6 1 , 5 5 5 , 1 2 5 . 8 2 2 1 6 5 , 2 1 2 , 1 8 6 , 5 7 0 0 . 0 0 4 5 , 7 6 0 . 2 2 0 . 0 0 42,457.94 Ala m e d a ( S F ) 2 0 2 5 A n n u a l L D A D S L A l l M Y r A l l S p e e d s 3 , 2 8 9 1 1 2 , 3 3 3 0 . 0 1 1 , 4 3 6 . 9 3 0 . 3 2 3 6 , 2 6 3 . 1 5 2 3 6 2 6 , 4 8 3 , 8 4 6 0 . 0 1 9 3 0 . 6 5 0 . 0 1 856.20 Ala m e d a ( S F ) 2 0 2 5 A n n u a l L D T 1 G A S A l l M Y r A l l S p e e d s 7 5 , 1 7 9 2 , 7 7 6 , 3 5 7 0 . 0 3 7 7 , 7 7 8 . 9 6 0 . 1 5 4 0 8 , 2 5 2 . 8 2 2 6 8 7 4 5 , 1 3 6 , 9 1 9 0 . 0 0 7 , 4 4 2 . 1 6 0 . 0 0 6,905.09 Ala m e d a ( S F ) 2 0 2 5 A n n u a l L D T 1 D S L A l l M Y r A l l S p e e d s 1 0 7 3 , 9 6 1 0 . 0 3 1 0 7 . 3 5 0 . 4 0 1 , 5 7 0 . 9 6 2 3 4 9 2 5 , 9 8 4 0 . 0 2 8 0 . 3 7 0 . 0 2 73.94 Ala m e d a ( S F ) 2 0 2 5 A n n u a l L D T 2 G A S A l l M Y r A l l S p e e d s 1 8 9 , 9 5 3 7 , 4 6 3 , 0 7 5 0 . 0 1 1 0 7 , 7 8 3 . 6 5 0 . 0 9 6 8 8 , 4 6 3 . 3 5 3 3 1 2 , 4 7 2 , 4 2 9 , 7 3 5 0 . 0 0 1 3 , 8 4 4 . 4 4 0 . 0 0 12,845.36 Ala m e d a ( S F ) 2 0 2 5 A n n u a l L D T 2 D S L A l l M Y r A l l S p e e d s 9 5 3 , 5 1 9 0 . 0 2 6 0 . 8 2 0 . 4 1 1 , 4 3 4 . 0 1 2 5 7 9 0 3 , 1 9 6 0 . 0 1 3 9 . 5 1 0 . 0 1 36.35 Ala m e d a ( S F ) 2 0 2 5 A n n u a l L H D 1 G A S A l l M Y r A l l S p e e d s 2 4 , 2 9 5 9 8 3 , 3 5 3 0 . 0 7 6 4 , 2 3 9 . 2 2 0 . 2 4 2 3 4 , 0 3 4 . 7 4 8 7 5 8 6 0 , 3 3 4 , 0 8 7 0 . 0 0 1 , 2 7 4 . 7 7 0 . 0 0 1,182.77 Ala m e d a ( S F ) 2 0 2 5 A n n u a l L H D 1 D S L A l l M Y r A l l S p e e d s 9 , 5 3 7 3 8 7 , 8 5 1 0 . 1 5 5 6 , 9 7 5 . 1 5 2 . 0 4 79 2 , 5 5 0 . 6 9 46 8 18 1 , 6 8 2 , 0 2 8 0.0 3 13 , 1 2 8 . 8 4 0.03 12,078.53 Ala m e d a ( S F ) 2 0 2 5 A n n u a l L H D 2 G A S A l l M Y r A l l S p e e d s 2 , 3 3 7 94 , 7 9 4 0. 0 3 3,1 2 1 . 4 0 0.1 8 16 , 9 5 8 . 4 6 87 5 82 , 9 3 5 , 1 2 5 0.0 0 81.93 0.00 76.02 Ala m e d a ( S F ) 2 0 2 5 A n n u a l L H D 2 D S L A l l M Y r A l l S p e e d s 2 , 7 3 7 10 9 , 9 7 7 0. 1 3 14 , 2 8 5 . 9 0 1.8 0 19 8 , 3 1 7 . 4 1 46 9 51 , 5 3 3 , 0 7 8 0.0 3 3,469.53 0.03 3,191.97 Ala m e d a ( S F ) 2 0 2 5 A n n u a l M C Y G A S A l l M Y r A l l S p e e d s 2 8 , 9 4 7 25 4 , 4 2 9 2. 6 6 67 6 , 4 6 8 . 9 3 1.2 3 31 1 , 8 1 2 . 4 0 15 1 38 , 4 0 6 , 5 8 0 0.0 0 70.34 0.00 60.34 Ala m e d a ( S F ) 2 0 2 5 A n n u a l M D V G A S A l l M Y r A l l S p e e d s 1 3 0 , 4 9 5 4, 8 9 9 , 1 8 8 0. 0 3 14 4 , 6 2 3 . 6 1 0.1 8 89 6 , 9 5 3 . 3 2 44 3 2 , 1 7 2 , 2 9 9 , 1 4 5 0.0 0 9,846.82 0.00 9,136.04 Ala m e d a ( S F ) 2 0 2 5 A n n u a l M D V D S L A l l M Y r A l l S p e e d s 1 6 6 6, 4 2 8 0. 0 1 84 . 9 5 0.2 9 1,8 3 6 . 6 5 26 3 1,6 9 3 , 7 1 7 0.0 1 58.01 0.01 53.37 Ala m e d a ( S F ) 2 0 2 5 A n n u a l M H G A S A l l M Y r A l l S p e e d s 4 , 2 2 4 55 , 1 7 2 0. 0 4 1,9 3 2 . 0 9 0.3 5 19 , 0 6 9 . 1 8 61 0 33 , 6 3 8 , 2 7 8 0.0 0 38.96 0.00 36.14 Ala m e d a ( S F ) 2 0 2 5 A n n u a l M H D S L A l l M Y r A l l S p e e d s 5 8 0 7, 3 1 5 0. 1 9 1,3 9 3 . 3 3 5.7 4 41 , 9 7 1 . 8 0 1, 0 8 4 7,9 2 6 , 7 4 7 0.1 3 960.69 0.12 883.84 Ala m e d a ( S F ) 2 0 2 5 A n n u a l O B U S G A S A l l M Y r A l l S p e e d s 6 4 6 30 , 0 2 1 0. 0 5 1,4 6 4 . 7 4 0.3 9 11 , 8 1 0 . 2 4 61 0 18 , 3 0 3 , 6 0 2 0.0 0 10.12 0.00 9.39 Ala m e d a ( S F ) 2 0 2 5 A n n u a l O B U S D S L A l l M Y r A l l S p e e d s 6 2 2 51 , 5 9 2 0. 1 7 8,5 8 7 . 5 9 1.5 3 79 , 0 4 1 . 9 3 1, 3 0 2 67 , 1 9 0 , 7 9 5 0.0 6 2,837.78 0.05 2,610.76 Ala m e d a ( S F ) 2 0 2 5 A n n u a l S B U S G A S A l l M Y r A l l S p e e d s 7 4 3, 2 9 7 0. 3 2 1,0 5 4 . 1 9 1.2 9 4,2 4 4 . 0 6 66 8 2,2 0 2 , 0 5 9 0.0 0 9.63 0.00 8.94 Ala m e d a ( S F ) 2 0 2 5 A n n u a l S B U S D S L A l l M Y r A l l S p e e d s 1 4 3 5, 0 5 7 0. 1 9 96 4 . 0 2 7.9 1 39 , 9 7 7 . 2 9 1, 1 5 9 5,8 5 9 , 2 0 8 0.0 6 281.63 0.05 259.10 Ala m e d a ( S F ) 2 0 2 5 A n n u a l T 6 G A S A l l M Y r A l l S p e e d s 2 , 0 2 5 94 , 9 5 2 0. 0 6 5,2 6 9 . 3 2 0.3 9 36 , 8 2 3 . 9 8 61 0 57 , 8 9 2 , 5 5 5 0.0 0 42.25 0.00 39.20 Ala m e d a ( S F ) 2 0 2 5 A n n u a l T 6 D S L A l l M Y r A l l S p e e d s 1 3 , 1 4 2 79 2 , 4 9 2 0. 1 1 90 , 8 8 8 . 8 4 1.0 6 83 7 , 8 3 7 . 8 0 1, 0 5 3 83 4 , 4 8 4 , 5 4 0 0.0 4 30,006.77 0.03 27,606.23 Ala m e d a ( S F ) 2 0 2 5 A n n u a l T 7 G A S A l l M Y r A l l S p e e d s 7 1 8, 6 3 8 0. 4 8 4,1 3 5 . 5 5 4.5 3 39 , 0 9 9 . 1 7 52 6 4,5 4 5 , 2 0 3 0.0 0 2.22 0.00 2.06 Ala m e d a ( S F ) 2 0 2 5 A n n u a l T 7 D S L A l l M Y r A l l S p e e d s 1 6 , 2 0 2 2, 4 4 7 , 9 1 8 0. 2 2 54 0 , 2 9 7 . 4 3 2.1 1 5 , 1 7 4 , 6 3 3 . 0 0 1, 5 5 5 3,8 0 6 , 4 6 4 , 7 6 1 0.0 7 17 6 , 0 6 0 . 8 9 0.07 161,976.02 Ala m e d a ( S F ) 20 2 5 A n n u a l U B U S G A S A l l M Y r A l l S p e e d s 8 9 11 , 8 7 8 1. 7 5 20 , 8 2 7 . 4 8 4.2 6 50 , 5 5 1 . 3 2 67 0 7,9 5 5 , 8 3 4 0.0 0 31.47 0.00 29.20 Ala m e d a ( S F ) 2 0 2 5 A n n u a l U B U S D S L A l l M Y r A l l S p e e d s 1 , 1 1 9 14 8 , 8 3 1 0. 5 1 75 , 6 7 2 . 7 9 14 . 2 7 2, 1 2 3 , 7 9 1 . 3 0 2, 2 5 5 33 5 , 5 5 2 , 2 5 2 0.2 5 36,641.49 0.23 33,710.18 44 , 8 7 5 , 2 5 8 2,1 7 2 , 0 7 1 . 0 3 13 , 6 0 2 , 4 2 4 . 8 5 17 , 0 2 8 , 9 6 5 , 8 4 5 34 2 , 9 5 1 . 4 9 316,124.98 AV E R A G E G R A M S / M I L E 0. 0 5 0 . 3 0 3 7 9 0 . 0 1 0 . 0 1 B - 26 APPENDIX C BIOLOGICAL STUDY This page intentionally left blank. Garcia and Associates Natural and Cultural Resource Consultants 1512 Franklin Street Oakland, California 94612 Phone: (510) 891-0024 Fax: (510) 891-0027 To: John Cook (Circlepoint) From: Jason Minton Date: October 26, 2012 RE: Biological Resources Evaluation for Dougherty Road Widening Project 1. PROJECT DESCRIPTION The Dougherty Road Improvements Project will improve pedestrian and bicycle facilities along a 1.9 mile long section of Dougherty Road, from the intersection of Sierra Lane and Dougherty Road, north to the city limit line (with roadway and median conforms extending approximately 800-feet [ft.] into the City of San Ramon). Improvements will include adding Class 2 bicycle lanes on both directions of travel, and reconstructing or resurfacing the existing 8’-wide bicycle and pedestrian path on the east side of the roadway. The project will also widen the roadway from a four-lane facility into a six-lane divided roadway, with a raised landscaped median in the middle of roadway, including left-turn pockets. Traffic signals within the project area will be modified to match the new roadway geometry, including signals at Sierra Lane, Scarlett Drive, South Mariposa Drive, Amador Valley Blvd, and Willow Creek Drive. (The South Mariposa Drive signal is planned to be installed prior to this project by KB Home to mitigate the traffic impacts of the Emerald Vista development.) Utility relocations and adjustment will be necessary in order to support the project, including, but not limited to, the relocation of a PG&E power pole and a portion of a Zone 7 water pipeline facility. The project will also include new roadway lighting and landscaping along the east side of the roadway. Clean water features supporting compliance with the Regional Water Quality Control Board’s c.3 requirements will be implemented. For the purpose of impact assessment, all work activities are assumed to be occurring during daylight hours. The project limits primarily consist of urban portions of the City of Dublin. The environment within the limits of the Biological Study Area (BSA) is limited to landscaped areas, a drainage swale along the eastern side of the roadway, and a grassland embankment (berm) that borders Parks Reserve Forces Training Area (Camp Parks). C - 1 2. STUDY METHODS 2.1. Biological Study Area (BSA) The BSA was selected by GANDA biologists to include all areas that may be either temporarily or permanently impacted by the normal implementation of construction-related activities. The BSA follows the alignment of Dougherty Road, with the curb of the southbound lane providing the western boundary, the fence-line with Camp Parks providing the eastern boundary, and the northern and southern limits set near North Creek and Sierra Lane roads, respectively (Figure 2). The size of the BSA is 40.70 acres. That area includes all potential sensitive habitats and biological resources that may be impacted either directly, such as by conversion of vegetated land-cover types to roadway or by temporary staging of construction equipment. A 9-quadrangle (USGS 7.5 minute quadrangle) database query area extends beyond the BSA to a distance of approximately 5.5 miles (mi.). 2.2. Studies Required A list of known or predicted biological resources within the region, including species of wildlife and plants, plant communities, and designated critical habitat, was compiled from the following sources: o California Natural Diversity Database (CNDDB) o USFWS’ Species List Generator o USFWS Critical Habitat Portal o CNPS Inventory of Rare and Endangered Plants A field reconnaissance survey was conducted on March 27, 2012, by Constance Ganong (Botanist) and Elyse DeFranco (Wildlife Biologist) to map habitat types, evaluate the existing habitat conditions, and assess the potential for special-status species to occur in the BSA. A field review of the proposed road improvements was conducted by Jason Minton and Megan Quenzer (wildlife biologists) on June 14, 2012. 3. RESULTS: ENVIRONMENTAL SETTING 3.1. Existing Conditions of the BSA The BSA is located within the city limits of the City of Dublin, and borders Camp Parks. The area has a relatively flat topography that rises to rolling hills to the east. The Dougherty Road alignment is generally north-south, with adjacent residential and commercial land uses, as well as Camp Parks to the east. There is a constructed berm that parallels the Dougherty Road alignment on the east side, and appears to provide a visual and physical separation between the public and Camp Parks. The berm extends from the C - 2 northern end of the BSA south to the intersection of Dougherty Road and North Avenue. The berm is approximately 8 ft. tall. The current design concept includes landscaping of the berm. There is an existing 25 to 30 ft. wide drainage swale along the eastern edge of Dougherty Road. The swale appears to have been created using a gravel fill and includes bare patches of gravel and sediments with some non-native annual grasses. The current design concept for widening Dougherty Road includes converting up to approximately 29 ft. of this swale’s width to roadway and maintaining the remainder as a drainage feature for the road. There is a roadside planting of approximately 100 young western sycamore (Platanus racemosa) trees along the eastern edge of Dougherty Road between the bike trail and berm. Although the species is native to California, the trees in the BSA are not naturally occurring, but were planted for the purpose of landscaping. Some of these trees may be removed for roadway widening. Alamo Creek flows parallel to Dougherty Road, at a distance of 150 ft. and 750 ft. beyond the western edge of the BSA. The creek runs through a neighborhood west of Dougherty Road, coming nearest to the BSA at the intersection of Wildwood and Dougherty Roads. At that point, the creek is isolated from Dougherty Road by a wall. Alamo Creek is a tributary to Arroyo de la Laguna Creek, which meets Alameda Creek near the town of Sunol. Alameda Creek is a major watershed in Alameda County, but passage of anadromous fish into the system is prevented by a large concrete weir located in the City of Fremont. 3.2. Land-cover Types within the BSA The existing conditions within the BSA include four (4) vegetation and land-cover types: o Annual Grassland o Freshwater Marsh o Landscaped/Urban o Roadway Table 1. Land-cover Types and Total Acreage within BSA Vegetation Classification/ Land-cover Type Percentage of BSA Total Area within BSA (Acres) Annual Grassland 56.24% 22.89 Freshwater Marsh 0.59% 0.24 Landscaped/Urban 11.25% 4.58 Roadway 31.92% 12.99 Total Acres of BSA 40.70 C - 3 3.2.1. Annual Grassland The predominant vegetated land-cover type within the BSA is annual grassland, comprising 56.24% (22.89 acres) of the BSA, which includes non-native species of annual grasses such as ripgut brome (Bromus diandrus), herbaceous growth (Erodium botrys, Hordeum marinum gussoneanum, Erodium cicutarium) and non-native annuals such as mustard (Brassica sp., Nigra sp., Rapa sp.). The berm and swale are vegetated with annual grassland, although the berm also includes bare patches and gravel. There will be impact from the new roadway to 5.97 acres of annual grassland and impact from landscaping to 6.59 acres. 3.2.2. Freshwater Marsh A single occurrence of a freshwater marsh vegetation community is found at the north end of the BSA, south of Fall Creek Road (Figure 3). A natural drainage extends from Camp Parks into the BSA, and is culverted as it passes under the existing bike path. Above the inlet to the culvert, a small (0.24 acre) area of freshwater marsh occurs. Corresponding alliances in A Manual of California Vegetation (Sawyer et al. 2009) may include: hardstem bulrush marsh (Schoenoplectus [=Scirpus] acutus Herbaceous Alliance), and cattail marshes (Typha [angustifolia, domingensis, latifolia] Herbaceous Alliance). Common wildlife that could be expected to occur in freshwater marsh habitat includes passerine birds and Pacific chorus frog (Pseudacris regilla). Freshwater marsh habitat can provide nesting habitat for birds in stands of tule or cattail. 3.2.3. Landscaped/Urban Areas mapped with the landscaped/urban designation include urban development and landscaped areas (Figure 3). This land-cover type comprises 11.25% (4.58 acres) of the BSA. The vegetation of these areas consists mainly of landscape plantings. This vegetation is not a natural type, so is not included in the vegetation classification systems of Holland (1986) or the alliance-based system of A Manual of California Vegetation (Sawyer et al. 2009). There will be impact from the new roadway to 0.41 acres of landscaped/urban areas. Urban and landscaped areas are capable of supporting a number of bird species associated with urban environments and tolerant of disturbance by human activities. In general, special-status species are not expected to occur in urban landscape areas. Common wildlife that could be expected to occur in urban areas include raccoon (Procyon lotor), Virginia opossum (Didelphis virginiana), striped skunk (Mephitis mephitis), and American crow (Corvus brachyrhynchos). Feral or free-roaming pets, such as dogs and cats, are also common. C - 4 3.2.4. Roadway The existing roadway is located within the margins of the edge of pavement and/or curbs. Roadway is not considered to be suitable habitat for any species of plant or wildlife and is therefore not included in impact acreage estimates. The roadway comprises 31.92% (12.99 acres) of the BSA. 4. RESULTS: BIOLOGICAL RESOURCES POTENTIALLY OCCURING IN THE PROJECT AREA, ENVIRONMENTAL IMPACTS, AND MITIGATION 4.1. Natural Communities of Special Concern 4.1.1. Freshwater Marsh Freshwater marsh has a CNDDB rank of S2.1 and is of concern to the state of California. Freshwater marsh corresponds to the Coastal and Valley Freshwater Marsh vegetation type of Holland (1986). Corresponding alliances in A Manual of California Vegetation (Sawyer et al. 2009) may include: hardstem bulrush marsh (Schoenoplectus [=Scirpus] acutus Herbaceous Alliance), and cattail marshes (Typha [angustifolia, domingensis, latifolia] Herbaceous Alliance). An estimated 0.24 acre of freshwater marsh is located at the north end of the BSA (Figure 3), on the east side of Dougherty Road south of the intersection with Fall Creek Road. The freshwater marsh (Photo, Attachment 2) forms a natural drainage for the upland grasslands of Camp Parks, which drains into a culvert under Dougherty Road to Alamo Creek. The wetland is located approximately 10 ft. east of the trail, where it is directed under the trail by a culvert. This freshwater marsh may be subject to the jurisdiction of the Regional Water Quality Control Board (RWQCB), the Army Corps of Engineers under Section 404 of the Clean Water Act, and the CDFG under Section 1602 of California Fish and Game Code. Conceptual design plans show that this freshwater marsh is not within the project impact area, so the proposed road widening is not expected to have a significant impact as long as avoidance and minimization measures are implemented. Avoidance and minimization measures include installation of standard Best Management Practices (BMPs) to avoid stormwater runoff from the work site to the wetland. 4.2. Critical Habitat A search of the U.S. Fish and Wildlife Service (USFWS) critical habitat mapper (2012 USFWS Critical Habitat Portal) indicates that no designated critical habitat lies within the biological study area. Work within the BSA will result in no impacts to critical habitat. C - 5 4.3. Jurisdictional Waters and Wetlands The freshwater marsh located at the north end of the BSA may be subject to the jurisdiction of the Regional Water Quality Control Board (RWQCB), the Army Corps of Engineers under Section 404 of the Clean Water Act, and the CDFG under Section 1602 of California Fish and Game Code. There is a 25 to 30 ft. wide drainage/bio-swale running along the eastern edge of Dougherty Road. This swale consists of annual grassland vegetation and was not found to have any wetland characteristics during the land-cover survey on March 27, 2012. At the time of survey, there were three areas of temporarily ponding water found in depressions within the swale (Photo, Attachment 3). As it was actively raining at the time of survey, and the swale was found to consist of gravel fill that is not conducive to wetland development, these bodies of water were considered to be simply pooled water, and no wetland delineation was performed. A search of the USFWS Wetland Inventory mapper shows no wetlands within the BSA. The nearest recorded wetlands are located approximately 2,000 ft. to the east, within the boundary of Camp Parks, and on the Alameda/Contra Costa County line, an estimated 1,150 ft. from the BSA. The proposed project is not expected to impact these wetlands because of the distance between project activities and the wetland areas. No impacts are expected to jurisdictional waters or wetlands within the BSA provided avoidance and minimization measures for the freshwater marsh are implemented. Alamo Creek is not expected to be impacted by the proposed road widening, as Best Management Practices (BMP) associated with stormwater pollution prevention planning (SWPPP) will be utilized by the project as avoidance and minimization measures that will protect the creek and water quality. No impacts are expected to waterways within the BSA. 4.4. Special-status Plant Species A 9-quadrangle query was conducted with the CNDDB, the USFWS’ Species List Generator, and the CNPS Inventory of Rare and Endangered Plants. These searches resulted in a total nineteen (19) sensitive plant species that were evaluated for a potential to occur in the BSA. Nine (9) of those have CNDDB records within a 5-mi. radius of the BSA. The 9-quadrangle CNDDB search resulted in a list of nine (9) special-status plant species located within a 5-mi. radius of the project limits, mapped in Figure 4 and listed below in Table 2. A search of the USFWS’ Species List Generator provided three (3) additional plant species to consider as potentially occurring within the geographic query-area, and the CNPS Inventory of Rare and Endangered Plants in California search resulted in an additional seven (7) plant species. C - 6 All special-status plant species listed in Table 2 have been designated with a California Rare Plant Rank (CRPR), a listing compiled and maintained by the California Native Plant Society (CNPS). Those species are categorized as either CRPR 1A (plants presumed extinct in CA); 1B (plants rare, threatened, or endangered in California and elsewhere); or 2 (plants rare, threatened, or endangered in California, but more common elsewhere). Those species meet the definitions of Sec. 1901, Chapter 10 (Native Plant Protection Act) or Secs. 2062 and 2067 (California Endangered Species Act) of the California Department of Fish and Game Code and are eligible for state listing and for consideration under the California Environmental Quality Act (CEQA). No plants on the assessment list (Table 2) have a federal or state listing status. No sensitive plant species were observed during the March 27, 2012, habitat assessment and the existing fill-type soils and apparent history of earthmoving to create the existing berm and roadway are not compatible with the existence of the rare plant species evaluated for a potential to occur (Table 2). The highly disturbed soils, including the disturbed fill of the embankment and the gravel fill of the swale, are not suitable for rare species of native plant. For these reasons, it is unlikely that any sensitive plant species will be observed within the BSA. The three (3) sensitive plant species considered for a potential to occur in the BSA, namely Congdon’s tarplant (Centromadia parryi ssp. congdonii), Diablo helianthella (Helianthella castanea), and Large- flowered fiddleneck (Amsinckia grandiflora), are known to occur in annual grassland habitat. That habitat type within the BSA, however, was severely degraded by apparent earthmoving and repeated mowing, which has resulted in dense stands of mustard and non-native grasses adapted to severe disturbance. Consideration of the degraded annual grasslands within the BSA and the degree of disturbance as demonstrated by the species present resulted in a conclusion that the annual grasslands within the BSA are unsuitable to support rare plants. No impacts are expected to special-status plant species within the BSA. 4.5. Special-status Wildlife Species GANDA biologists utilized data from the CNDDB and the USFWS’ Species List Generator to compile a comprehensive list of special-status wildlife species to evaluate for a potential to occur in the BSA (Table 2). The assessment area for this background research included the U.S. Geological Survey (USGS) quadrangle that includes the BSA for the Dougherty Road project and the eight surrounding quadrangles (Diablo, Dublin, Livermore, Tassajara, Hayward, La Costa Valley, Las Trampas Ridge, Newark, and Niles). Figure 4 shows the results of that CNDDB query that occur within a 5-mi. radius of the BSA. The results included records for fifteen (15) wildlife species and nine (9) plant species with special-status protection within a 5-mi. radius of the BSA. The results of the USFWS query can be found in Attachment 1, and those species are also included in Table 2. C - 7 The list of special-status wildlife (Table 2) includes species protected by either federal or California law or regulation. This includes species federally protected through listing or proposed listing under the Federal Endangered Species Act (FESA) and the Bald and Golden Eagle Protection Act (BGEPA). State- listed species include those described under the following California laws and regulations: o California Endangered Species Act (CESA) o California Fish and Game Code, Section 3503 (Migratory Birds) and 3503.5 (raptors) o CDFG Species of Special Concern List o CDFG Watch List o CDFG Special Animals List The following sections describe the assessment results and potential impacts and avoidance and minimization measures for wildlife species listed in Table 2. Table 2, combining database query results, the USFWS species list for the project, and professional opinion, includes ten (10) species with an assessment of moderate or high potential to occur. Those species (or groups of species) are addressed below, and include the following: o California red-legged frog o California tiger salamander o Western pond turtle o Burrowing owl o Tricolored blackbird o California horned lark o White-tailed kite o Migratory birds (nesting) o American badger o San Joaquin kit fox C - 8 Table 2. Special-status plant and animal species assessed for a potential to occur in the BSA. Common Name Scientific Name Status Federal/State Habitat Requirements Suitable Habitat Present/Absent Potential to Occur in the BSA Plants Antioch Dunes evening-primrose Oenothera deltoides ssp. howellii - / - / 1B.1 Inland dune habitat at elevations of 0-30 m. Absent No potential Congdon’s tarplant Centromadia parryi ssp. congdonii - / - / - 1B.2 Alkaline soils of valley and foothill grassland habitats at elevations of up to 235 m. Absent No potential. Apparent repeated mowing and dense stands of weedy species has made the grassland habitat within the BSA unsuitable. Contra Costa goldfields Lasthenia conjugens - / S1/ 1B.1 Mesic soils of cismontane woodland, alkaline playas, valley and foothill grassland and vernal pool habitat at elevations of 0-470 m. Absent No potential Critical Habitat - - Absent No potential Crystal Springs fountain thistle Cirsium fontinale var. fontinale - / - / 1B.1 Serpentinite seeps of chaparral, cismontane woodlands, and valley and foothill grassland habitats at elevations of 45-175m Absent No potential Diablo helianthella Helianthella castanea - / - / 1B.2 Broadleafed upland forest, chaparral, cismontane woodland, coastal scrub, riparian woodland, and valley and foothill grassland habitat at elevations of 60-1300m Absent No potential. Apparent repeated mowing and dense stands of weedy species has made the grassland habitat within the BSA unsuitable. Hairless popcorn-flower Plagiobothrys glaber - / - / 1A Alkaline meadow and seeps, and marsh and coastal salt swamp habitat at elevations of 15-180 m Absent No potential Heartscale Atriplex cordulata - / - / 1B.2 Saline or alkaline soils of chenopod scrub, meadows and seeps, and valley and foothill grasslands at elevations of 0-560 m. Absent No potential Large-flowered fiddleneck Amsinckia grandiflora - / S1/ 1B.1 Cismontane woodland, valley and foothill grassland at elevations of 275-550 m. Absent No potential. Apparent repeated mowing and dense stands of weedy species has made the grassland habitat within the BSA unsuitable. Marin western flax Hesperolinon congestum - / - / 1B.1 Serpentinite soils of chaparral and valley and foothill grassland habitat at elevations of 5-370 m. Absent No potential C - 9 Common Name Scientific Name Status Federal/State Habitat Requirements Suitable Habitat Present/Absent Potential to Occur in the BSA Mt. Diablo buckwheat Eriogonum truncatum - / - / 1B.1 Sandy soils of chaparral, coastal scrub, and valley and foothill grassland habitats at elevations of 3-350 m. Absent No potential Oregon polemonium Polemonium carneum - / - / 2.2 Coastal prairie, coastal scrub, and lower montane coniferous forest habitat at elevations of 0- 1830 m. Absent No potential Pallid manzanita Arctostaphylos pallida - / - / 1B.1 Sandy or gravelly siliceous shale soils of broadleafed upland forests, closed-cone coniferous forests, chaparral, cismontane woodland, and coastal scrub habitats at elevations of 185-465m Absent No potential Palmate- bracted bird's-beak Chloropyron palmatum - / S1/ 1B.1 Alkaline soils of chenopod scrub, and valley and foothill grassland habitats at elevations of 5-155 m Absent No potential Presidio clarkia Clarkia franciscana - / - / 1B.1 Serpentinite soils of coastal scrub, valley and foothill grassland habitats at elevations of 25-335 m Absent No potential Prostrate vernal pool navarretia Navarretia prostrata - / - / 1B.1 Mesic soils of coastal scrub, meadows and seeps, valley and foothill grasslands, and vernal pool habitat at elevations of 15-1210 m. Absent No potential Saline clover Trifolium hydrophilum - / - / 1B.2 Marshes and swamps, mesic and alkaline valley and foothill grassland, and vernal pool habitat at elevations of 0-300 m. Absent No potential San Mateo thorn-mint Acanthomintha duttonii - / - / 1B.1 Serpentinite soils of chaparral, valley and foothill grasslands at elevations of 50-300 m. Absent No potential San Joaquin spearscale Atriplex joaquiniana - / - / 1B.2 Alkaline soils of chenopod scrub, meadows and seeps, playas, and valley and foothill grassland habitats at elevations of 1-835 m. Absent No potential Santa Cruz tarplant Holocarpha macradenia - / - / 1B.1 Often found in clay or sandy soils of coastal prairie, coastal scrub, and valley and foothill grassland habitat at elevations of 10-220 m. Absent No potential C - 10 Common Name Scientific Name Status Federal/State Habitat Requirements Suitable Habitat Present/Absent Potential to Occur in the BSA Invertebrates Bay checkerspot butterfly Euphydryas editha bayensis FT/SA Serpentine areas in Santa Clara and San Mateo Counties where its host plant, dwarf plantain (Plantago erecta) is present. Absent No potential. No suitable habitat present. California linderiella Linderiella occidentalis -/SA Wide variety of vernal pool and other seasonal wetland habitats, often in deeper pools. Present Low potential. Prefer large, deep, clear pools with less vegetation and less flow than the wetland habitat present. CNDDB records in Camp Parks within 2 mi. Conservancy fairy shrimp Branchinecta conservatio FE/SA Vernal pools in a variety of soil types, including clays and playas. Often found in pools that are relatively large and turbid. Absent No potential. No vernal pool habitat present. Longhorn fairy shrimp Branchinecta longiantenna FE/SA Clear to turbid vernal pools in varying habitat types, including grasslands, sandstone outcrops, and playas. Absent No potential. No suitable habitat present. Valley elderberry longhorn beetle Desmocerus californicus dimorphus FT/SA Depends on elderberry trees in CA’s Central Valley for its entire life cycle. This tree is often associated with riparian forests. Absent No potential. No suitable habitat present. Vernal pool fairy shrimp Branchinecta lynchi FT/SA Wide variety of vernal pool habitats, most commonly in grass or mud bottomed swales, or basalt flow depression pools in unplowed grasslands. Absent No potential. No vernal pool habitat present. Critical habitat - - Absent Not present. Vernal pool tadpole shrimp Lepidurus packardi FE/SA Vernal pools and swales containing clear to highly turbid water. Pools commonly found in grass-bottomed swales of unplowed grasslands. Some pools are mud-bottomed and highly turbid. Absent No potential. No vernal pool habitat present. Critical Habitat - - Absent Not present. Fish Chinook salmon (Central valley spring run) Oncorhynchus tshawytscha FT/ST Prefer streams that are deeper and larger than those used by other Pacific salmon species. Absent No potential. No suitable habitat present. C - 11 Common Name Scientific Name Status Federal/State Habitat Requirements Suitable Habitat Present/Absent Potential to Occur in the BSA Chinook salmon (winter run) Oncorhynchus tshawytscha FE/SE Prefer streams that are deeper and larger than those used by other Pacific salmon species. Absent No potential. No suitable habitat present. Coho salmon (Central CA coast) Oncorhynchus kisutch FE/SE Spawning habitat is small streams with stable gravel substrates. The remainder of the life cycle is spent foraging in estuarine and marine waters of the Pacific Ocean. Absent No potential. No suitable habitat present. Delta smelt Hypomesus transpacificus FT/SE Found in the Sacramento-San Joaquin delta, seasonally in Suisun Bay, Carquinez Strait and San Pablo Bay. Seldom found at salinities > 10 ppt. Most often occurs at salinities < 2ppt Absent No potential. No suitable habitat present. Critical Habitat - - Absent Not present. Green sturgeon Acipenser medirostris FT/SSC Spawn in deep pools or "holes" in large, turbulent, freshwater river mainstems. Adults live in oceanic waters, bays, and estuaries when not spawning. Absent No potential. No suitable habitat present. Steelhead (Central CA Coast) Oncorhynchus mykiss FT/SA Freshwater spawning sites with water quantity and quality conditions and substrate supporting spawning, incubation and larval development. Natural cover such as shade, submerged and overhanging large wood, log jams and beaver dams, aquatic vegetation, large rocks and boulders, side channels, and undercut banks. This DPS includes spawning populations from the Russian River to Aptos Creek, including San Francisco Bay. Absent No Potential. No suitable habitat present. Critical Habitat - - Absent Not present. Steelhead (Central Valley) Oncorhynchus mykiss FT/SA Freshwater spawning sites with water quantity and quality conditions and substrate supporting spawning, incubation and larval development. Natural cover such as shade, submerged and overhanging large wood, log jams and beaver dams, aquatic vegetation, large rocks and boulders, side channels, and undercut banks. This DPS includes spawning populations from the Sacramento and San Joaquin River systems. Absent No potential. No suitable habitat present. C - 12 Common Name Scientific Name Status Federal/State Habitat Requirements Suitable Habitat Present/Absent Potential to Occur in the BSA Amphibians California red- legged frog Rana draytonii FT/SSC Breeds in ponds and pools in slow-moving streams with emergent vegetation; adjacent upland habitats are often used for temporary refuges or dispersal movements. Present Moderate Potential. Suitable non-breeding wetland habitat and upland burrows for aestivation occur within BSA. CNDDB records within 2 mi. Critical Habitat - - Absent Not present. California tiger salamander Ambystoma californiense FT/ST,SSC Vernal pools and/or seasonal water sources; requires underground refuges in adjacent upland areas, especially ground squirrel burrows. Present Moderate potential. CNDDB records within 2 mi. of the BSA. Roadside berm provides habitat suitable for aestivation burrows. Critical Habitat - - Absent Not present. Reptiles Alameda whipsnake Masticophis lateralis euryxanthus FT/ST Typically found in chaparral and scrub habitats, but will also use adjacent grassland, oak savanna, and woodland habitats. Often found on south-facing slopes and ravines with rock outcrops, deep crevices, or abundant rodent burrows. Absent No potential. No suitable habitat. Critical Habitat - - Absent Not present. Western pond turtle Emys marmorata -/SSC Occurs in both permanent and seasonal waters, including marshes, streams, rivers, ponds, and lakes. Also found in agricultural irrigation and drainage canals. They favor habitats with large amounts of emergent logs or boulders, where several individuals may congregate to bask Present Moderate potential. A small area of suitable habitat (freshwater marsh) is present in the BSA. CNDDB records within 2 mi. Birds Burrowing owl Athene cunicularia -/SSC Nests in burrows (often constructed by ground squirrels) and forages in low-growing grasslands and other open, semi-arid habitats. Present Moderate potential. CNDDB records and suitable burrows throughout the BSA. C - 13 Common Name Scientific Name Status Federal/State Habitat Requirements Suitable Habitat Present/Absent Potential to Occur in the BSA CA brown pelican (nesting colony & communal roosts) Pelecanus occidentalis californicus FD/SD,FP Nest in the Channel Islands in southern California and islands off the coast of Baja California. Roost during the winter on near-shore rocks and undisturbed human-made structures such as breakwaters and abandoned piers. Absent No potential. No suitable habitat present. California clapper rail Rallus longirostris obsoletus FE/SE,FP Salt-water & brackish marshes traversed by tidal sloughs in the vicinity of San Francisco Bay. Absent. No potential. No suitable habitat present. California horned lark Eremophila alpestris actia -/WL Grasslands and other open habitats that lack trees or brushy areas. Nests on the ground, usually near grass clumps or earth clods. Present Moderate potential. Suitable ground nesting habitat within BSA; CNDDB records within 2 mi. California least tern Sternula antillarum browni FE/SE,FP Nest colonially on the ground in sandy or gravelly beaches. Forage over open water in coastal regions, including within San Francisco Bay. Absent No potential. No suitable habitat present. Ferruginous hawk Buteo regalis -/SA Forages over open grasslands, sagebrush flats, desert scrub, low foothills and fringes of pinyon-juniper habitats. Does not nest in California. Present Low potential. Suitable foraging habitat and prey base within the BSA. Golden eagle Aquila chrysaetos -/FP,WL Rolling foothills, mountain areas, sage-juniper flats, and desert. Cliff-walled canyons provide nesting habitat in most parts of range; also, large trees in open areas provide good nesting sites. Present Low potential. Large oak trees near north end of BSA could provide nesting sites, but no large stick nests were observed. Generally suitable foraging habitat and prey is available within BSA, but proximity to road/disturbance makes it unlikely that golden eagle would forage in the BSA. Northern harrier Circus cyaneus -/SSC Wet and dry open country such as marshes and grasslands with good ground cover. Nests on the ground. Present Low potential. May occasionally occur in the area while foraging, unlikely to nest within BSA due to proximity to road/disturbance. C - 14 Common Name Scientific Name Status Federal/State Habitat Requirements Suitable Habitat Present/Absent Potential to Occur in the BSA Tricolored blackbird Agelaius tricolor -/SSC Highly colonial species that typically nests in freshwater marshes containing emergent vegetation such as cattail (Typha sp.) and bulrush (Schoenoplectus sp.), but will also use blackberry thickets and dense patches of ruderal vegetation such as thistles and mustard adjacent to marshes or wetlands. Present Moderate potential. Small amount of suitable habitat at north end of study area, near freshwater marsh and vegetation along berm. CNDDB records within 5 mi. Western snowy plover Charadrius alexandrinus nivosus FT/SSC Found on sandy beaches, salt pond levees & shores of large alkali lakes. Requires sandy, gravelly or friable soils for nesting. Absent No potential. No suitable habitat present. White-tailed kite Elanus leucurus -/FP Nests in oak, willow or other trees and forages over open grasslands. A coast live oak tree is often chosen as a nest site. Present High potential. CNDDB records within 5 mi., suitable nesting trees at north end of study area, and observation on 3/27/12 during habitat assessment. Mammals American badger Taxidea taxus -/SSC Prefers dry open stages of most shrub, forest, and herbaceous habitats. Requires sufficient food (mostly on burrowing rodents), friable soils and open, uncultivated ground. Present High Potential. CNDDB records within 1 mi.; ground squirrel colonies in roadside berm provide prey base and burrow use. Burrows of suitable size for badger were observed. Pallid bat Antrozous pallidus -/SSC Open, dry habitats such as grasslands, shrublands, and woodlands with rocky areas for roosting. Roosts in human-made structures (buildings and bridges), cliff crevices of rock faces, and hollow trees. Absent Low potential. Study area does not include roosting structures. Salt marsh harvest mouse Reithrodontomys raviventris FE/SE,FP,SSC Only in the saline emergent wetlands of San Francisco bay and its tributaries. Pickleweed (Salicornia sp.) is primary habitat. Does not burrow. Instead, builds loosely organized nests and requires higher areas for flood escape. Absent No potential. Study area is outside species’ range. C - 15 Federal Status Designations FE Listed as Endangered under the federal Endangered Species Act FT Listed as Threatened under the federal Endangered Species Act FC Candidate for listing under the federal Endangered Species Act FD Delisted; was formerly listed as Threatened or Endangered PE Proposed for listing as Endangered PT Proposed for listing as Threatened BGEPA Protected under the Bald and Golden Eagle Protection Act - No federal status State of California Status Designations SE Endangered under the California Endangered Species Act ST Threatened under the California Endangered Species Act SD Delisted; was formerly listed as Threatened or Endangered FP Fully Protected Species Act SSC CDFG Species of Special Concern WL CDFG Watch List SA CDFG Special Animals List California Rare Plant Rank Designations 1A. Plants presumed extinct in CA 1B. Plants rare, threatened, or endangered in CA and elsewhere 2. Plants rare, threatened, or endangered in CA, but more common elsewhere 4.5.1. California Red-legged Frog California red-legged frog (Rana draytonii) is listed as a federally threatened species and a California species of special concern. A pond frog that is generally found in or near water, they are most commonly found in marshes, streams, lakes, and ponds, especially where riparian vegetation such as cattails, bulrushes, or other plants provide dense cover. This species disperses after rain events and may appear in damp meadows and grasslands far from water and utilizes underground burrows as upland refugia during the drier months of the year. Overland movements of over 2 mi. have been recorded in the Santa Cruz Mountains (Stebbins 2003). There are recent CNDDB records of breeding populations within 2 mi. of this location in a tributary to Alamo Creek within Camp Parks, which is within the dispersal distance of the species. Considering the proximity of the species, and its known tendency to disperse from natal ponds in search of new ponds and upland aestivation sites, the freshwater marsh feature may on occasion provide temporary refuge for CRLF. On Camp Parks there are suitable breeding ponds for the species, as well as abundant upland Common Name Scientific Name Status Federal/State Habitat Requirements Suitable Habitat Present/Absent Potential to Occur in the BSA San Joaquin kit fox Vulpes macrotis mutica FE/ST Annual grassland or grassy open stages with scattered shrubby vegetation. Need loose-textured sandy soils for burrowing and suitable prey base. Present Moderate potential. CNDDB records within 2 mi.; roadside berm contains ground squirrel colonies for prey base and burrow use. Yuma myotis Myotis yumanensis -/SA Optimal habitats are open forests and woodlands near sources of water, but can be found in a wide variety of other habitats. Forages over open water. Roosts in large groups in caves, buildings, crevices, mines and under bridges. Widespread throughout California, though uncommon in the southern deserts. Absent No suitable habitat present. C - 16 aestivation habitat. Dougherty Road and the residential neighborhoods to the west of the road are partial barriers to movement of the species off of Camp Parks, so it is unlikely that there is a regular migratory movement of CRLF across the BSA. We can infer that the occurrence of CRLF within the BSA is unlikely, but the species may occur, although not breed, on-site. While there is limited potential for impact, construction may adversely affect CRLF through permanent impact to marginal potential aestivation habitat on the swale and berm from excavation. During excavation of the soils on the swale and berm, in particular where ground squirrel burrows occur, there is a potential to cause mortality of CRLF in occupied burrows. This potential is limited due to the distance to potential breeding ponds and the low probability that CRLF are present within the BSA. However, consultation with USFWS and CDFG may be warranted. Additional impacts may include permanent changes in conditions for road crossings from the construction of raised median and increases in road traffic; however, those impacts would be limited to the individual affected and would not have a population-level impact because migration across the BSA leads to a suburban residential area that is unlikely to allow passage to suitable habitat to the west. Recommended mitigation measures for CRLF are outlined below and are consistent with avoidance and minimization measures of the CRLF PBO (Programmatic Formal Endangered Species Act Consultation on Issuance of Permits under Section 404 of the Clean Water Act or Authorizations under the Nationwide Permit Program for Projects that May Affect CRLF [USFWS 1999]) and the East Alameda County Conservation Strategy (EACCS 2010): • A qualified biologist will conduct a visual encounter survey for CRLF at the work sites 2 weeks before the onset of activities and again immediately prior to when ground-disturbing activities begin. • An environmentally sensitive area (ESA) and exclusion zone will be established around the freshwater marsh on-site by a qualified biologist. The ESA and exclusion zone will be fenced with erosion control fencing and marked with high visibility fencing. The exclusion zone will encompass the maximum practicable distance from the work site and from the aquatic feature wet or dry. • As the work site is within the typical dispersal distance of potential breeding habitat, barrier fencing will be constructed around the worksite to prevent amphibians from entering the work area. Barrier fencing will be removed within 72 hours of completion of work. • A qualified biologist will be present for initial ground-disturbing activities. The biologist will be given the authority to stop any work that may result in impacts to CRLF. If the biologist exercises this authority, the USFWS and the CDFG will be notified by telephone and electronic mail within 2 working days. • If CRLF are encountered in the project area, work within the immediate vicinity will cease immediately and the qualified biologist will be notified. Based on the professional judgment of the biologist, if project activities can be conducted without harming or injuring the CRLF, the C - 17 individual(s) will be left at the location of discovery and monitored by the biologist. All project personnel will be notified of the finding and at no time will work occur within the vicinity of the listed species without a biological monitor present. If it is determined by the biologist that relocating the CRLG is necessary, the USFWS will be contacted to consult regarding translocation outside of the project area. • No monofilament plastic will be used for erosion control. • Construction personnel will inspect open trenches in the morning and evening for trapped amphibians. • A qualified biologist possessing a valid ESA Section 10(a)(1)(A) permit or Service approved under an active biological opinion, will be contracted to trap and to move amphibians to nearby suitable habitat if amphibians are found inside fenced area. • Work will be avoided within suitable habitat from October 15 (or the first measurable fall rain of 1 inch [in.] or greater) to May 1. 4.5.2. California Tiger Salamander The California tiger salamander (Ambystoma californiense) is a federal and state-listed threatened species. This species requires vernal pools and/or seasonal, ponded water sources for breeding and initial life stages, while requiring underground refuges, especially ground squirrel burrows, in adjacent upland areas for the drier months of the year. There are CNDDB records for breeding populations within Camp Parks for the California tiger salamander, within 2 mi. of the BSA. As cited in the Federal Register (USFWS 2005) studies of movement of adult and juvenile CTS between breeding ponds projected that 0.70 mi. (1.1 km) would encompass 99% of inter-pond dispersal (Trenham et al. 2001; Trenham and Shaffer 2005), while a recent study from Orloff (2011) reported that a pitfall trapping study recorded several individuals migrating up to 1.37 mi. (2.2 km). The distance of breeding populations at greater than 1 mi. reduce the potential for CTS to occur in the BSA. In addition, Dougherty Road and the residential neighborhoods to the west of the road are barriers to migration for CTS, so we would not expect regular movements of CTS in the area. The only aquatic feature within the BSA is the freshwater marsh at the north end. This marsh is likely unsuitable as breeding habitat for CTS, which requires water to remain until May or June so that larval CTS can metamorphose. Potential aestivation habitat exists in the ground squirrel burrows present throughout the berm and swale (Photos, Attachments 3 and 5), as well as the upland areas at the north end of the BSA. The habitat in the swale and berm is only marginally suitable due to distance to suitable breeding habitat, which is at the far end of the expected range for dispersal from the occupied sites that are known on Camp Parks; therefore, the potential for occurrence of CTS within the BSA overall is unlikely. As with CRLF, although there is limited potential for impact, CTS may be adversely affected by construction that causes permanent impact to marginal potential aestivation habitat on the swale and berm C - 18 from excavation. There is a potential for mortality of individual CTS during excavation of the soils on the swale and berm, in particular where ground squirrel burrows are occupied by CTS. Due to the distance from breeding ponds, the potential for direct mortality is expected to be discountable. However, consultation with USFWS and CDFG may be warranted. Permanent changes in conditions for road crossings from construction of the raised median and impacts from increases in road traffic are additional potential impacts, but similar to the assessment for CRLF, the net impact is negligible because the only areas accessible to a CTS that crosses the BSA is a residential neighborhood, which is not suitable habitat. Recommended mitigation measures for CTS are outlined below and are consistent with avoidance and minimization measures of the East Alameda County Conservation Strategy (EACCS 2010): • A pre-construction survey will be conducted by a qualified biologist in the immediate area of construction and where equipment and construction activities will be located. An effective pre- construction survey may require burrow scoping. • An environmentally sensitive area (ESA) and exclusion zone will be established around the freshwater marsh on-site by a qualified biologist. The ESA and exclusion zone will be fenced with erosion control fencing and marked with high visibility fencing. The exclusion zone will encompass the maximum practicable distance from the work site and from the aquatic feature wet or dry. • A qualified biologist will be present for initial ground-disturbing activities. The biologist will be given the authority to stop any work that may result in impacts to CTS. If the biologist exercises this authority, the USFWS and the CDFG will be notified by telephone and electronic mail within 2 working days. • If CTS are encountered in the project area, work within the immediate vicinity will cease immediately and the qualified biologist will be notified. Based on the professional judgment of the biologist, if project activities can be conducted without harming or injuring the CTS, the individual(s) will be left at the location of discovery and monitored by the biologist. All project personnel will be notified of the finding and at no time will work occur within the vicinity of the listed species without a biological monitor present. If it is determined by the biologist that relocating the CTS is necessary, the USFWS will be contacted to consult regarding translocation outside of the project area. • No monofilament plastic will be used for erosion control. • Construction personnel will inspect open trenches in the morning and evening for trapped amphibians. • A qualified biologist possessing a valid ESA Section 10(a)(1)(A) permit or Service approved under an active biological opinion, will be contracted to trap and to move amphibians to nearby suitable habitat if amphibians are found inside fenced area. • Work will be avoided within suitable habitat from October 15 (or the first measurable fall rain of 1 in. or greater) to May 1. C - 19 4.5.3. Western Pond Turtle The western pond turtle (Emys marmorata) is a California species of special concern. The species is associated with permanent ponds, lakes, streams, irrigation ditches, or pools in a variety of habitat types, from elevations near sea level, up to about 4,500 ft. An omnivorous species, they forage on aquatic plant material, beetles, and a variety of aquatic invertebrates. This species spends a lot of time basking in the sun, requiring basking sites such as partially submerged logs, rocks, or mats of floating vegetation. During the spring or early summer, females move overland up to 325 ft. to find suitable sites for egg- laying. Other overland movements may be in response to drying local bodies of water. There are recent and repeated CNDDB records within 1 mi. of the BSA, along the natural watercourse on Camp Parks, which is a tributary to Alamo Creek and feeds into the freshwater marsh found near the north end of the BSA. Alamo Creek, west of the BSA, is also likely to support western pond turtle. The freshwater marsh feature is generally suitable for western pond turtle, although due to its small size it does not provide abundant aquatic cover. We would therefore expect that its use by western pond turtle would be limited. Considering the existing CNDDB records upstream of the freshwater marsh and the likelihood of presence in Alamo Creek, the freshwater marsh may, on occasion, be occupied by western pond turtle. The upland annual grasslands surrounding the freshwater marsh are suitable as egg-laying sites. The marsh feature and the surrounding uplands to approximately 325 ft. are considered suitable habitat for the species. The freshwater marsh will not be directly impacted by the project. However, some of the upland area within 325 ft. of the marsh will be permanently impacted. The likelihood of use of the upland area by western pond turtle is limited due to disturbance and the marginal pond habitat of the freshwater marsh. Mitigation measures for western pond turtle would include: • Visual survey prior to construction within the pond and in the 325-ft. buffer for turtle and/or nests (eggs). • Avoidance of active nests or turtles by means of installation of an exclusion fence between the freshwater marsh and the work area or by establishing a buffer of limited construction activity during construction to avoid impacts to identified nests. 4.5.4. Burrowing Owl Burrowing owl (Athene cunicularia) is a California species of special concern. This species nests in burrows (often constructed by ground squirrels) and forages in low-growing grasslands and other open, semi-arid habitats. C - 20 CNDDB contains multiple records of burrowing owls within and around the BSA. The large berm that runs along the eastern edge of Dougherty Road contains a large ground squirrel colony that provides burrows suitable for burrowing owl use. The swale also contains ground squirrel burrows (Photo, Attachment 3); however, disturbance by urban uses, primarily dog walking, is likely to cause burrowing owl to avoid use of the swale itself. It is possible that these burrows within the BSA, particularly those on the berm, could be occupied by burrowing owls at the time of construction. Project construction and landscaping activities on the swale and berm could result in mortality, harm, or disturbance to western burrowing owl during both the breeding and non-breeding periods if the owls are present. If owls are present during earthmoving, they may become either trapped underground or injured by equipment. Recommended mitigation measures for burrowing owl are outlined below, and are consistent with avoidance and minimization measures of the East Alameda County Conservation Strategy (EACCS 2010): • Visual surveys for burrowing owl will be conducted by a qualified biologist of areas within 250 ft. of burrowing owl habitat that may be subject to disturbance. Burrowing owl surveys will follow the CDFG’s Burrowing Owl Protocol Survey and Mitigation Guidelines (California Burrowing Owl Consortium 1993). • If an active burrow/nest is found, appropriate avoidance and minimization will be determined in consultation with CDFG. If owls are determined to be likely to occur during construction, the CDFG may require additional avoidance and minimization measures, which could include, but may not be limited to, the following: • No disturbance will occur within approximately 150 ft. of occupied burrows during the non-breeding season of September 1 through January 31, or within approximately 250 ft. during the breeding season of February 1 through August 31. • The limits of the buffer or exclusion zone in the project site will be clearly marked with signs, flagging, or fencing. • If an effective no‐activity zone cannot be established in either case, an experienced burrowing owl biologist will develop a site‐specific plan (i.e., a plan that considers the type and extent of the proposed activity, the duration and timing of the activity, the sensitivity and habituation of the owls, and the dissimilarity of the proposed activity with background activities) to minimize the potential to affect the reproductive success of the owls. • A passive relocation effort (displacing the owls from the work area) may be conducted prior to the nesting season if work must occur during the breeding season of February 1 through August 31. Passive relocation of owls can be conducted only during the non-breeding season after coordination C - 21 with CDFG. Passive relocation may include installing one-way doors on the entrances of burrows. The one-way doors are generally left in place for 48 hours to ensure the owls have vacated the nest site. Owls will not be relocated during the breeding season. 4.5.5. Tricolored Blackbird Tricolored blackbirds (Agelaius tricolor) are a California species of special concern. A highly colonial species, tricolored blackbirds typically nest in freshwater marshes containing emergent vegetation such as cattail (Typha sp.) and bulrush (Schoenoplectus sp.), but will also use blackberry thickets and dense patches of ruderal vegetation such as thistles and mustard adjacent to marshes or wetlands. This habitat is found within the BSA, as there is a freshwater marsh near the north end and there is suitable vegetation available along the berm running along the eastern edge of Dougherty Road. There are CNDDB records for tricolored blackbirds within 2 mi. of the BSA. We infer from the close proximity of known occurrences for this species, along with the presence of suitable habitat, that this species may occur within the BSA. The suitable habitat is limited to the freshwater marsh and dense stands of vegetation that may occur along the berm, but it is unlikely to be utilized as a nesting location because the water is ephemeral and the species is an extremely rare nesting bird in Alameda County. Within the county, a low number of nest colonies occur each year. Survey data on observed nest colonies, which is compiled by the Information for the Environment Center (ICE) at U.C. Davis, is accessible through the Tricolored Blackbird Portal. Mitigation measures for tricolored blackbird, consistent with avoidance and minimization measures of the East Alameda County Conservation Strategy (EACCS 2010), are outlined below in section 4.5.8 Nesting Birds. 4.5.6. California Horned Lark The California horned lark (Eremophila alpestris actia), included on CDFG’s “Watch List”, is a ground- nesting bird that prefers grasslands and other open habitats that lack trees or brushy areas. There are several CNDDB records for horned larks within a 5-mi. radius of the BSA. The existence of suitable nesting habitat, along with known occurrences in the area, makes it possible that this species could occur within the BSA. The vegetation found throughout the swale is too sparse for nesting habitat; therefore, any disturbance to this species is expected to be limited to unmowed areas of the berm within the BSA. Avoidance and minimization measures for California horned lark are outlined below in section 4.5.8 Nesting Birds. 4.5.7. White-tailed Kite The white-tailed kite (Elanus leucurus) is a fully protected species under California Fish and Game Code Section 3511. Fully protected species may not be taken or possessed at any time and no licenses or permits may be issued for their take except for collecting these species for necessary scientific research C - 22 and relocation of the bird species for the protection of livestock. Inhabiting coastal and valley lowlands, white-tailed kites prey primarily on voles and other small mammals, utilizing undisturbed, open grasslands for foraging. This species nests in groves of dense, broad-leafed, deciduous trees. A white-tailed kite was observed by GANDA biologists within the BSA during the habitat assessment on March 27, 2012. This species also has multiple CNDDB records surrounding the BSA. These observations make it likely that this species could occur within the BSA during project construction and could nest in larger trees within the BSA or neighboring areas. Any individuals that choose to nest within the urban area, however, are generally tolerant of activities that may occur along the road as part of construction, and the implementation of avoidance and minimization measures makes any negative impact from the project unlikely. Avoidance and minimization measures for white-tailed kite are outlined below in section 4.5.8 Nesting Birds. 4.5.8. Nesting Birds All migratory birds are protected under the Migratory Bird Treaty Act and CDFG Code sections 3503, 3511, or 3513, which protects individuals and active nests. The BSA includes trees and vegetation that are suitable for nesting birds. Landscape vegetation and annual grasslands along the berm and around the freshwater marsh are suitable nesting sites for birds. Bird species with further protections located within the search query area include burrowing owl (Athene cunicularia), California horned lark (Eremophila alpestris actia), ferruginous hawk (Buteo regalis), golden eagle (Aquila chrysaetos), northern harrier (Circus cyaneus), and tricolored blackbird (Agelaius tricolor). Recommended mitigation measures for nesting birds are outlined below: • To avoid or minimize potential impacts to nesting birds, project construction activities such as tree removal and/or tree trimming, excavation, grading, and the operation of heavy equipment will occur between September 1 and January 31, outside of the nesting season, to the extent feasible. • If project construction activities must occur during the period from February 1 to August 31, a qualified wildlife biologist shall conduct pre-construction surveys for nesting birds. During the surveys, the qualified biologist shall carefully search for active nests/burrows within the work zone and a surrounding buffer zone. • If an active nest is found during the pre-construction survey, the bird species shall be identified and the approximate distance from the closest work site to the nest shall be estimated. Appropriate buffer distances shall be established by a qualified biologist. If active nests are closer than the appropriate buffer distance to the nearest work site then the active nest(s) shall be monitored for signs of C - 23 disturbance. Disturbance of active nests will be avoided until it is determined that nesting is complete and the young have fledged. 4.5.9. American Badger American badgers (Taxidea taxus) are a state species of special concern found throughout California in a variety of open habitats with dry, friable soils for burrow digging. A fossorial mammal, badgers will construct and use burrows for resting, breeding, and food storage. Mainly nocturnal, this species preys on rodents and occasionally invertebrates, birds, snakes, or carrion. A solitary species, home ranges are large (between 400 and 600 acres), and individuals have been found to dig a new den each night during the summer months (Messick and Hornocker 1981). From the occurrence of several CNDDB records within a 2 mi. radius of the BSA, including confirmation of a breeding population in 2004, and the presence of suitable habitat and a large prey base of ground squirrels, we infer that there is a moderate potential for this species to occur in the BSA. During the field survey of March 27, 2012, burrows of a suitable size for badger were observed in the berm and swale. The fence separating Camp Parks and the BSA may act as a deterrent to badgers looking to enter the BSA, however as this is a digging mammal, it would not act as a complete barrier. The berm and the uplands around the freshwater marsh are suitable for badger. Any ground-disturbing activity associated with the project has the potential to destroy occupied dens/burrows and may result in impacts to American badger. Recommended mitigation measures for American badger are outline below and are consistent with avoidance and minimization measures of the East Alameda County Conservation Strategy (EACCS 2010): • Pre-construction surveys for suitable dens/burrows will be conducted prior to any ground-disturbing activities. • All suitable burrows will be flagged by a qualified biologist and avoided by crews; if avoidance is not feasible, consultation with CDFG will occur. • Avoidance measures may include designation of an exclusion zone around potential dens during the breeding period (summer through early fall) and hand excavation of dens during the non-breeding period. • A qualified biologist will be present during construction to monitor any activities within 100 ft. of an occupied den. • In addition, the standard recommendations for avoidance and minimization measures for San Joaquin kit fox are also applicable to American badger (Sacramento Fish and Wildlife Office 2011). C - 24 4.5.10. San Joaquin Kit Fox The San Joaquin kit fox (SJKF) (Vulpes macrotis mutica) is a subspecies of kit fox that is found in the San Joaquin Valley region of California. This subspecies is listed as federally endangered and state threatened. SJKF prefer arid, open areas, shrub grassland, and desert, and feed primarily on small rodents, lizards, insects, and berries. Often nocturnal, sometimes seen by day, this species will utilize underground burrows as dens. A study of mean home range size published in 2002 found that typical home ranges are about 4.6 km (2.86 mi.) and that mean length of nightly movements during breeding is 14.6 km (9 mi.) (Zoellick et al., 2002). CNDDB records within 2 mi. of the BSA, along with suitable habitat and a large ground squirrel colony that provides a prey base as well as suitable burrows, makes it possible that SJKF could be found within the BSA. A large, barbed-wire fence runs along the entire eastern edge of the berm, separating Camp Parks from the BSA, and may provide a deterrent for SJKF from entering the BSA. As this is a small, burrowing species, however, the fence is not expected to completely deter SJKF from entering the area. Based on an evaluation of habitat for SJKF (San Joaquin Kit Fox Habitat Evaluation Form, USFWS 2001), habitat within the BSA is only marginally suitable (rated 46 out of 100 for suitability). The potential for impacts to SJKF is therefore minimal. Although there is limited potential for impact, any ground-disturbing activities associated with the project have the potential to destroy occupied dens and may result in impacts to San Joaquin kit fox. Consultation with USFWS and CDFG may be warranted. Mitigation measures for San Joaquin kit fox (Sacramento Fish and Wildlife Office 2011), consistent with avoidance and minimization measures of the East Alameda County Conservation Strategy (EACCS 2010), would include: • Pre-construction surveys will be conducted no less than 14 days and no more than 30 days prior to the beginning of ground disturbance and/or construction activities or any project activity likely to impact the San Joaquin kit fox. Surveys will identify kit fox habitat features on the project site and evaluate use by kit fox and, if possible, assess the potential impacts to the kit fox by the proposed activity. If a natal/pupping den is discovered within the project area or within 200 ft. of the project boundary, the USFWS will be immediately notified. • Exclusion zones around kit fox dens will have radii measured outward from the entrance. The following are minimums; if they cannot be met USFWS must be contacted. o Potential den – 50 ft. o Known den – 100 ft. o Natal/pupping den (occupied and unoccupied) – Contact USFWS. o Atypical den – 50 ft. C - 25 • A qualified biologist will be on-site or on-call during all construction activities that could impact SJKF. If a kit fox is observed in the work area, the USFWS-approved biologist shall have the authority to stop work within 100 ft. until the kit fox leaves the area on its own volition. • Kit foxes are attracted to den-like structures such as pipes and may enter stored pipe becoming trapped or injured. All construction pipes, culverts, or similar structures with a diameter of 4 in. or greater that are stored at a construction site for one (1) or more overnight periods will be thoroughly inspected for kit foxes before the pipe is subsequently buried, capped, or otherwise used or moved in any way. If a kit fox is discovered inside a pipe, that section of pipe will not be moved until USFWS has been consulted. If necessary, and under the direct supervision of the biologist, the pipe may be moved once to remove it from the path of construction activity, until the fox has escaped. 4.6. Wildlife Corridors As there are existing urban land-uses between Alamo Creek and the uplands of Camp Parks, there are no apparent wildlife corridors in the area. No impacts are expected to wildlife corridors within the BSA. 4.7 General Avoidance and Minimization Measures General avoidance and minimization measures for special status species from the East Alameda County Conservation Strategy (EACCS 2010) include: • Employees and contractors performing construction activities will receive environmental sensitivity training. Training will include review of environmental laws and avoidance and minimization measures (AMMs) that must be followed by all personnel to reduce or avoid effects on covered species during construction activities. • Environmental tailboard trainings will take place on an as-needed basis in the field. The environmental tailboard trainings will include a brief review of the biology of the covered species and guidelines that must be followed by all personnel to reduce or avoid negative effects to these species during construction activities. Directors, managers, superintendents, and the crew foremen and forewomen will be responsible for ensuring that crewmembers comply with the guidelines. • Contracts with contractors, construction management firms, and subcontractors will obligate all contractors to comply with these requirements, AMMs. • The following will not be allowed at or near work sites for covered activities: trash dumping, firearms, open fires (such as barbecues) not required by the activity, hunting, and pets (except for safety in remote locations). C - 26 • Vehicles and equipment will be parked on pavement, existing roads, and previously disturbed areas to the extent practicable. • Off-road vehicle travel will be minimized. • Vehicles will not exceed a speed limit of 15 mph on unpaved roads within natural land-cover types, or during off-road travel. • Vehicles or equipment will not be refueled within 100 ft. of a wetland, stream, or other waterway unless a bermed and lined refueling area is constructed. • Vehicles shall be washed only at approved areas. No washing of vehicles shall occur at job sites. • To discourage the introduction and establishment of invasive plant species, seed mixtures/straw used within natural vegetation will be either rice straw or weed-free straw. • Pipes, culverts and similar materials greater than 4 in. in diameter, will be stored so as to prevent covered wildlife species from using these as temporary refuges, and these materials will be inspected each morning for the presence of animals prior to being moved. • Erosion control measures will be implemented to reduce sedimentation in wetland habitat occupied by covered animal and plant species when activities are the source of potential erosion problems. Plastic mono-filament netting (erosion control matting) or similar material containing netting shall not be used at the project. Acceptable substitutes include coconut coir matting or tackified hydroseeding compounds. • Stockpiling of material will occur such that direct effects to covered species are avoided. Stockpiling of material in riparian areas will occur outside of the top of bank, and preferably outside of the outer riparian dripline and will not exceed 30 days. • Grading will be restricted to the minimum area necessary. • Prior to ground disturbing activities in sensitive habitats, project construction boundaries and access areas will be flagged and temporarily fenced during construction to reduce the potential for vehicles and equipment to stray into adjacent habitats. • Significant earth moving-activities will not be conducted in riparian areas within 24 hours of predicted storms or after major storms (defined as 1 in. of rain or more). • Trenches will be backfilled as soon as possible. Open trenches will be searched each day prior to construction to ensure no covered species are trapped. Earthen escape ramps will be installed at intervals prescribed by a qualified biologist. C - 27 SUMMARY OF ENVIRONMENTAL IMPACTS AND MITIGATION BIOLOGICAL RESOURCES Would the project: Potentially Significant Impact Less than Significant With Mitigation Incorporated Less Than Significant Impact No Impact a. Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special-status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Game or U.S. Fish and Wildlife Service? b. Have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Game or U.S. Fish and Wildlife Service? c. Have a substantial adverse effect on Federally protected wetlands as defined by Section 404 of the Clean Water Act (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? d. Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? e. Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance? f. Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or State habitat conservation plan? C - 28 a. Would the project have a substantial adverse effect, either directly or through habitat modifica- tions, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Game or U.S. Fish and Wildlife Service? California Red-legged Frog Less than Significant Impact with Mitigation Incorporated. California red-legged frog is a federally threatened species and a California species of special concern. CNDDB records of breeding populations are located within 2 mi. of the BSA, which is within the dispersal distance for CRLF. However, Dougherty Road and residential neighborhoods to the west are partial barriers to movement of CRLF off Camp Parks through the BSA. The freshwater marsh that occurs at the north end of the BSA is not suitable for breeding but may be suitable for temporary refuge during migration. In addition, ground squirrel burrows that occur in the swale and berm are suitable for temporary upland refugia during the dry season for CRLF that have dispersed from breeding ponds and upland aestivation sites in Camp Parks. Therefore, the habitat in the swale and berm is generally suitable for aestivation but has a low probability of being occupied by CRLF. Where ground squirrel burrows occur in the swale and berm, construction may adversely affect CRLF through permanent impact to potential aestivation habitat. However, occurrence of CRLF within the BSA is unlikely and potential impacts are limited. Impacts to CRLF are expected to be less than significant with avoidance and minimization measures for mitigation, which are described in section 4.5.1. California Tiger Salamander Less than Significant Impact with Mitigation Incorporated. California tiger salamander is a federal and state-listed threatened species. CNDDB records of breeding populations occur within 2 mi. of the BSA. This distance is greater than the dispersal distance for most individuals and Dougherty Road and residential neighborhoods to the west are partial barriers to movement of CTS off Camp Parks through the BSA. The freshwater marsh is not suitable for breeding but may be suitable for temporary refuge during migration. Ground squirrel burrows in the swale and berm may be suitable for aestivation of CTS, although the BSA is at the far end of the expected range for dispersal from breeding ponds in Camp Parks. Therefore, this habitat is generally suitable for aestivation, but has a low probability of being occupied by CTS. CTS may be adversely affected by construction activities through permanent impact to potential aestivation habitat on the swale and berm from excavation, in particular where ground squirrel burrows occur. However, occurrence of CTS within the BSA is unlikely and potential impacts are limited. With avoidance and minimization for mitigation, which are described in section 4.5.2, impacts to CTS are expected to be less than significant. C - 29 Western Pond Turtle Less than Significant Impact with Mitigation Incorporated. Western pond turtle is a California species of special concern. CNDDB records occur within 1 mi. of the BSA. The freshwater marsh, which will not be directly impacted by the project, is of limited potential use to western pond turtle due to its small size, ephemeral nature of ponded water, and the existing level of disturbance. Upland annual grasslands may be suitable for nesting, but there is limited potential for occurrence due to disturbance. The freshwater marsh will not be directly impacted by the project; however, some of the upland area within 325 ft. of the marsh will be permanently impacted. Impacts to western pond turtle should be less than significant with avoidance and minimization measures for mitigation, which are described in section 4.5.3. Burrowing Owl Less than Significant Impact with Mitigation Incorporated. Burrowing owl is a California species of special concern. CNDDB records for burrowing owl occur within and around the BSA. The ground squirrel burrows on the swale and berm are potentially suitable for nesting, although the suitability of the habitat within the swale is limited due to disturbance and dog walking along the bike pathways. Ground-disturbing activities during construction could adversely affect burrowing owls through permanent impact to potential nesting habitat that occurs on the swale and berm, in particular where ground squirrel burrows occur. With avoidance and minimization measures for mitigation, which are described in section 4.5.4, impacts to burrowing owl are expected to be less than significant. Tricolored Blackbird Less than Significant Impact with Mitigation Incorporated. Tricolored blackbird is a California species of special concern. CNDDB records occur within 2 mi. of the BSA. The freshwater marsh vegetation and dense annual grasslands are potentially suitable habitat for nesting for tricolored blackbirds. While the freshwater marsh and adjacent vegetation will not be directly impacted by the project, the upland area of the berm will be permanently impacted. Impacts to tricolored blackbird should be less than significant with avoidance and minimization measures for mitigation for nesting birds, as described in section 4.5.8. California Horned Lark Less than Significant Impact with Mitigation Incorporated. California horned lark included on CDFG’s “Watch List”. CNDDB records occur within 5 mi. of the BSA. The unmowed annual grasslands on the berm are potentially suitable nesting habitat and some of these areas on the berm may be permanently impacted by the project. With avoidance and minimization C - 30 measures for mitigation for nesting birds, as described in section 4.5.8, impacts to California horned lark should be less than significant. White-tailed Kite Less than Significant Impact with Mitigation Incorporated. White-tailed kite is a fully protected species under California Fish and Game Code Section 3511. CNDDB records occur near the BSA and an observation of an individual white-tailed kite was made during the habitat assessment of March 27, 2012. The larger trees in and near the BSA are potential nesting habitat for white-tailed kit. However, any individuals choosing to nest within the urban area in or near the BSA would be generally tolerant of construction activities. Those trees that will be removed could result in permanent impact. Impacts to white-tailed kite should be less than significant with avoidance and minimization measures for mitigation for nesting birds, as described in section 4.5.8. Nesting Birds Less than Significant Impact with Mitigation Incorporated. Trees, landscape vegetation, and annual grasslands within the BSA, including vegetation on the berm and in the freshwater marsh, are suitable for nesting birds. With avoidance and minimization measures for mitigation, which are described in section 4.5.8, impacts to nesting birds should be less than significant. American Badger Less than Significant Impact with Mitigation Incorporated. American badger is a state species of special concern. CNDDB records occur within 2 mi. of the BSA and an observation of suitable-sized burrows was made during the March 27, 2012, field survey of the site. The ground squirrel population on the berm and swale provides burrows and a prey base for American badger, thus there is a moderate potential for occurrence for this species within the BSA. However, while they would not act as a complete deterrence, the Camp Parks fence along the east side of the BSA may limit the potential for occurrence. Any ground-disturbing activity associated with the project has the potential to destroy occupied dens/burrows and may result in impacts to American badger. Impacts to American badger are expected to be less than significant with avoidance and minimization measures for mitigation, which are described in section 4.5.9. San Joaquin Kit Fox Less than Significant Impact with Mitigation Incorporated. San Joaquin kit fox is a federally endangered and state threatened species. CNDDB records occur within 2 mi. of the BSA. The ground squirrel population on the swale and berm provides both burrows and a prey base for SJKF, indicating a moderate potential for the occurrence of this species within the BSA, although the Camp Parks fence along the east side of the BSA may limit this potential. Habitat within the BSA is only marginally suitable C - 31 based on an evaluation using the USFWS San Joaquin Kit Fox Habitat Evaluation Form (2001), which indicates that potential for impacts to SJKF is minimal. Any ground-disturbing activity associated with the project has the potential to destroy occupied dens and may result in impacts to SJKF. With avoidance and minimization measures for mitigation, which are described in section 4.5.10, impacts to San Joaquin kit fox are expected to be less than significant. b. Would the project have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, and regulations or by the California Department of Fish and Game or U.S. Fish and Wildlife Service? Less than Significant Impact with Mitigation Incorporated. The freshwater marsh, which is located within the BSA but not within the direct project impact area, should not be impacted provided avoidance and minimization measures are implemented. c. Would the project have a substantial adverse effect on federally protected wetlands as defined by Section 404 of the Clean Water Act (including, but not limited to, marsh, vernal pool, coastal, etc.) either individually or in combination with the known or probable impacts of other activities through direct removal, filling, hydrological interruption, or other means? Less than Significant Impact with Mitigation Incorporated. No jurisdictional wetlands or waters are located within the BSA. The freshwater marsh is not within the direct project impact area and should not be impacted as long as avoidance and minimization measures are employed. d. Would the project interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of wildlife nursery sites? No impact. There is no major wildlife migration use of BSA and no wildlife corridors. Therefore, there should be no impacts to wildlife migration or wildlife corridors. e. Would the project conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance? No impact. City of Dublin Heritage Tree Ordinance prohibits removal of heritage trees per Dublin Municipal Code Chapter 5.60 Heritage Trees (Ord. 5-02 § 2 (part): Ord. 29-99 § 1 (part)). The Heritage Tree Ordinance is applicable to all property within the city, including private property, residential and nonresidential zones, and developed and undeveloped land. Heritage trees, as defined by the ordinance, include any oak, bay, cypress, maple, redwood, buckeye or sycamore with a trunk diameter (at a height of 4 ft. 6 in.) of 24 in. or greater. As the sycamores that occur in the BSA do not have a diameter of 24 in. or greater, they would not be classified as heritage trees (Pers. Comm. Ferd del Rosario, City of Dublin Public Works Department, June 28, 2012). Based on the current design concept, however, removal of existing trees within the project area will be limited. A permit is not required for removal that is C - 32 specifically approved as part of a City approved Panned Development, Plan, Conditional Use Permit, Site Development Review, or Subdivision Map. f. Would the project conflict with the provisions of an adopted Habitat Conservation Plan, Natural Communities Conservation Plan, or other approved local, regional, or State habitat conservation plan? No impact. The BSA is located within the geographic scope (“study area”) for the East Alameda County Conservation Strategy (EACCS) (ICF International 2010). The EACCS is not a regulatory mechanism, but provides guidance for project-level permits. It is a voluntary tool to inform decisions during standard environmental permitting processes for projects that occur in the study area. As avoidance and minimization measures outlined in this document are consistent with the goals of the EACCS, the project should not conflict with the provisions of the EACCS. C - 33 REFERENCES CITED Barr, C. B. 1991. The distribution, habitat, and status of the Valley Elderberry Longhorn Beetle Desmocerus californicus dimorphus Fisher (Coleoptera: Cerambycidae). U.S. Fish and Wildlife Service. Sacramento, CA. Bulger, J. B., N. J. Scott Jr., and R. B. Seymour. 2003. Terrestrial activity and conservation of adult California Red-legged Frogs Rana aurora draytonii in coastal forests and grasslands. 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U.S. Department of the Interior, Fish and Wildlife Service, Sacramento Fish and Wildlife Service Office, Sacramento, California. Available: http://criticalhabitat.fws.gov/crithab/ U.S Fish and Wildlife Service (USFWS). 2001. San Joaquin Kit Fox Habitat Evaluation Form. June 2001. Available: http://www.dfg.ca.gov/wildlife/nongame/survey_monitor.html U.S. Fish and Wildlife Service (USFWS). 1996. Federal Register; Endangered and Threatened Wildlife and Plants; Determination of Threatened Status for the California Red-Legged Frog; Final Rule. 50 CFR, Part 17, Vol. 61 (101): 25813–258338. FR Doc. 96-12901. May 23, 1996. U.S. Fish and Wildlife Service (USFWS). 2005. Federal Register; Endangered and Threatened Wildlife and Plants; Designation of Critical Habitat for the California Tiger Salamander, Central Population; Final Rule. 50 CFR, Part 17, Vol. 70 (162): 49380–49458. FR Doc. 05–16234. August 22, 2005. Zeiner, D. C., W. F. Laudenslayer Jr., and K.E. Mayer. 1988. California’s Wildlife. Volume I: Amphibians and Reptiles. California Department of Fish and Game. Sacramento, California. Zeiner, D.C., W.F. Laudenslayer, K.E. Mayer, and M. White (eds.). 1990. California Wildlife. Volume II: Birds. California Department of Fish and Game. Sacramento, California. Zoellick, Bruce W. et al. 2002. Movements and Home Ranges of San Joaquin Kit Foxes (Vulpes macrotis mutica) Relative to Oil-Field Development. C - 35 Fremont Pleasanton Livermore Dublin Castro Valley Hayward San Ramon Danville Walnut Creek Project Location AlamedaAlameda CountyCounty Contra CostaContra Costa CountyCounty UV238 UV84 UV24 UV84 UV238 UV84 UV92 UV84 UV185 §¨¦680 §¨¦680 §¨¦580 §¨¦880 §¨¦580 §¨¦680 Project Location Project Location ± 024 Miles Figure 1: Project Location Dougherty Road Improvements Project Dublin, California Scale 1:200,000 C - 36 Sta g e Coach Rd 6 8 0 Dublin Blvd Elk Ct D u k e Ct C e d a r C t Ash Ct P ik e Ct Elm Ct Helix Ct Sage Ct Pitt Ct Sebille Rd Erie Ct O x f o r d C ir 3rd St B irch Ct Elb a Ct Craydon Cir A v o n Ct Clark Ave T y n e C t Dublin Blvd S p en cer Ct L a n g m uir C t Tang e rine Ct Callan St Y ork Ct N e w p ort Ct C orinth Ct Dublin Blvd Sta g ec oa ch Rd Dij o n Way Utica Ct T u s c a n y D r Monroe Ave Mariposa A s h t o n Oaks Ct Powers St Daria n Ct Bryant Ave Adams Ave D o r e e n Ct P o st R d N e ptu n e P l B r o o k d a le C t C ro s s ridge Rd I o n e Ct C r o s s Cre ek Cir 11th St Mitchel Dr Pio n e er Ln H y d e C t Oxfo rd C i r I o n e W a y 15th St Crossridge Rd Trinity Ct Bu r t o n St Amanda S t Sapphir e St A g ate W a y Frederiksen Ct Goodfellow Ave 14th St Poplar Way Adams Ave 13th St Hemlock St L ake D r Chantilly Dr M u lb e rr y Pl Houston Pl T or y W ay Willow Creek Dr Jones St El b a W a y Fernandez St King Way Co ral Way Monterey Dr Craydon Cir Eden St Keppler St Hickory Ln C e n tr al P k y T u r q u ois e St Cedar Ln Tang e rine St A lle g h e n y D r N orth A v e P o rt a g e R d St o n ey Creek Dr N e w castle L n 7th St 7th St Walmsley St 9th St Lake Dr Spru ce Ln D u b lin Meado w s S t Park Wood Cir Q u a rtz Cir Walk w a y Monterey Dr Emer al d A v e J a d e Ci r Fernandez St Goodfellow Ave Shady C r e e k Rd Burnham Way Bent Creek Dr 2nd St 4th Ave Wisteria S t M a n s fie ld A v e Adams Ave Oxford Cir Lake D r P e n n D r Topa z Cir Evans Ave L a n c aster Rd 6th St 10th St T a m a r a c k Dr Loring St 12th St Maple Dr Sierra L n P rin c e D r 1 2 th St 8th St 5th St Villa g e P k y Ebensburg Ln 12th St F all C reek Rd C r o m w e ll Ave Cotton Wood Cir Yor k D r 3rd St Keppler St Cromwell Ave Hutchins Ave W alkw a y Adams A v e Bryant Ave Dougherty Rd Brighton Dr Wildw ood Rd 6th St Sierra C t Davis Ave Sta g e c o a c h R d A m a d o r V alle y Bl v d A m a d o r V a lle y B lv d Biological Study Area Project Location Figure 2: Biological Study Area Dougherty Road Improvements Project Dublin, California ± 01,0002,000 Feet Scale 1:14,000 C - 37 D u blin Bl vd A d a m s Ave 4th Ave Bryant Ave 3rd St Trinity Ct Houston Pl Sierra Ln Dou g h erty Rd Landcover and Vegetation Types Annual Grassland Freshwater Marsh Landscaped/Urban Road/Bike Path Biological Study Area New Roadway Alighment New Roadway Impact Area Landscaping Impact Area Project Location Figure 3: Landcover and Vegetation Types Dougherty Road Improvements Project Dublin, California ±Map 1 of 6 0100200 Feet Scale 1:2,400 1 6 5 4 3 2 C - 38 7th St 6th St 5th St N orth A v e Monterey Dr Dougherty Rd Bryant Ave A d a m s A v e Landcover and Vegetation Types Annual Grassland Freshwater Marsh Landscaped/Urban Road/Bike Path Biological Study Area New Roadway Alighment New Roadway Impact Area Landscaping Impact Area Project Location Figure 3: Landcover and Vegetation Types Dougherty Road Improvements Project Dublin, California ±Map 2 of 6 0100200 Feet Scale 1:2,400 1 6 5 4 3 2 C - 39 Cross Creek Cir C otton W o o d Cir Cross Creek C ir Monterey Dr Wild w o o d R d Mariposa Dublin Meadows St Bryant Ave Adams Ave Walmsley St 7th St 9th St Cross Creek Cir Bryant Ave Adams Ave Adams Ave A m a d o r Valle y Blvd 8th St Monterey Dr Amador Valley Blvd Dougherty Rd Landcover and Vegetation Types Annual Grassland Freshwater Marsh Landscaped/Urban Road/Bike Path Biological Study Area New Roadway Alighment New Roadway Impact Area Landscaping Impact Area Project Location Figure 3: Landcover and Vegetation Types Dougherty Road Improvements Project Dublin, California ±Map 3 of 6 0100200 Feet Scale 1:2,400 1 6 5 4 3 2 C - 40 Oxford Cir Adams Ave 13th St W alk w a y 11th St 10th St Amador Valley Blvd Amador Valley Blvd 12th St W il d w o o d R d Adams Av e Park Wood Cir Dougherty Rd Cotton Wood Cir Landcover and Vegetation Types Annual Grassland Freshwater Marsh Landscaped/Urban Road/Bike Path Biological Study Area New Roadway Alighment New Roadway Impact Area Landscaping Impact Area Project Location Figure 3: Landcover and Vegetation Types Dougherty Road Improvements Project Dublin, California ±Map 4 of 6 0100200 Feet Scale 1:2,400 1 6 5 4 3 2 C - 41 O x fo r d Cir O xfo r d Cir T u s c a n y D r T u s c a n y D r W alk w a y Park W o od Cir S h a d y C reek Rd T us c a n y D r Dijon Way Oxford Cir T u s c a n y D r W alk w ay Walkway Adams Av e Shady Creek R d T u s c a n y Dr 15th St 14th St F all Cr e e k R d D ou g herty Rd F all Creek Rd C hantilly Dr Willow Creek Dr Willow Creek Dr Wildwood Rd Landcover and Vegetation Types Annual Grassland Freshwater Marsh Landscaped/Urban Road/Bike Path Biological Study Area New Roadway Alighment New Roadway Impact Area Landscaping Impact Area Project Location Figure 3: Landcover and Vegetation Types Dougherty Road Improvements Project Dublin, California ±Map 5 of 6 0100200 Feet Scale 1:2,400 1 6 5 4 3 2 C - 42 E a gle Cree k Ct S a d dle C re e k Ct Chantilly Dr Burney Creek P l Tuscany Dr Stoney Creek Dr F all C r e e k Rd Fall Creek Rd Bent Creek D r Dougherty Rd Landcover and Vegetation Types Annual Grassland Freshwater Marsh Landscaped/Urban Road/Bike Path Biological Study Area New Roadway Alighment New Roadway Impact Area Landscaping Impact Area Project Location Figure 3: Landcover and Vegetation Types Dougherty Road Improvements Project Dublin, California ±Map 6 of 6 0100200 Feet Scale 1:2,400 1 6 5 4 3 2 C - 43 " " " " " " " " " " "" " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " "" " " " " " " " " " " " " "" " " " " " " 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161 CRLF, 222 WPT, 111 CRLF, 608 CTS, 561 CTS, 1081 SJKF, 544 CTS, 1084 CTS, 1080 BUOW, 740 CRLF, 278 CRLF, 251 CTS, 453 AMBA, 63 FEHA, 67 YUMY, 78PABA, 331 CRLF, 859 CTS, 1083 CRLF, 279 CTS, 142 WPT, 246 WPT, 352 CRLF, 238 CRLF, 432 CRLF, 558 CTS, 736CRLF, 365 CRLF, 583 BUOW, 470 CALI, 224 CTS, 491 CALI, 225 CTS, 1082 BUOW, 775 CTS, 893 BUOW, 506 BUOW, 671 BUOW, 1180 CTS, 880 CTS, 812 Biological Study Area Biological Study Area 5 Mile Buffer " "" " " " " " " "" " " " " " "" " """ " " " " CNDDB Wildlife Occurrence " "" " " " " " "" CNDDB Plant Occurrence Project Location Figure 4: CNDDB Occurrences Dougherty Road Improvements Project Dublin, California ± 012 Miles CNDDB Wildlife Occurrence LabelCommon Name Scientific Name AMBAAmerican badger Taxidea taxus BUOWburrowing owl Athene cunicularia CAHLCalifornia horned larkEremophila alpestris actia CALICalifornia linderiella Linderiella occidentalis CRLFCalifornia red-legged frogRana draytonii CTSCalifornia tiger salamanderAmbystoma californiense FEHAferruginous hawk Buteo regalis GOEAgolden eagle Aquila chrysaetos NOHAnorthern harrier Circus cyaneus PABApallid bat Antrozous pallidus SJKFSan Joaquin kit fox Vulpes macrotis mutica TRBLtricolored blackbird Agelaius tricolor WPTwestern pond turtle Emys marmorata WTKwhite-tailed kite Elanus leucurus YUMYYuma myotis Myotis yumanensis CNDDB Plant Occurrence LabelCommon Name Scientific Name ATCOheartscale Atriplex cordulata ATJOSan Joaquin spearscaleAtriplex joaquiniana CEPACongdon's tarplant Centromadia parryi ssp. congdonii ERTRMt. Diablo buckwheatEriogonum truncatum HECADiablo helianthella Helianthella castanea NAPRprostrate vernal pool navarretiaNavarretia prostrata PLGLhairless popcorn-flowerPlagiobothrys glaber POCAOregon polemonium Polemonium carneum TRHYsaline clover Trifolium hydrophilum Scale 1:66,000 C - 44 Attachment 1. USFWS Species List C - 45 4/4/12 Sacramento Fish & Wildlife Office Species List 1/2file:///M:/jobs/OAK jobs/J9041 Circlepoint Dougherty Road/USFWS list info/Sacramento FWS letter.htm United States Department of the Interior FISH AND WILDLIFE SERVICE Sacramento Fish and Wildlife Office 2800 Cottage Way, Room W-2605 Sacramento, California 95825 March 16, 2012 Document Number: 120316030625 Elyse DeFranco Garcia and Associates 1512 Franklin St. Oakland, CA 94612 Subject: Species List for Dougherty Road Widening Project Dear: Ms. Elyse DeFranco We are sending this official species list in response to your March 16, 2012 request for information about endangered and threatened species. The list covers the California counties and/or U.S. Geological Survey 7½ minute quad or quads you requested. Our database was developed primarily to assist Federal agencies that are consulting with us. Therefore, our lists include all of the sensitive species that have been found in a certain area and also ones that may be affected by projects in the area. For example, a fish may be on the list for a quad if it lives somewhere downstream from that quad. Birds are included even if they only migrate through an area. In other words, we include all of the species we want people to consider when they do something that affects the environment. Please read Important Information About Your Species List (below). It explains how we made the list and describes your responsibilities under the Endangered Species Act. Our database is constantly updated as species are proposed, listed and delisted. If you address proposed and candidate species in your planning, this should not be a problem. However, we recommend that you get an updated list every 90 days. That would be June 14, 2012. Please contact us if your project may affect endangered or threatened species or if you have any questions about the attached list or your responsibilities under the Endangered Species Act. A list of Endangered Species Program contacts can be found here. C - 46 4/4/12 Sacramento Fish & Wildlife Office Species List 1/6M:/jobs/OAK jobs/…/Sacramento Fish & Wildlife Office Species List.htm These buttons will not appear on your list. Revise Selection Print this page Print species list before going on to letter. Make Official Letter U.S. Fish & Wildlife Service Sacramento Fish & Wildlife Office Federal Endangered and Threatened Species that Occur in or may be Affected by Projects in the Counties and/or U.S.G.S. 7 1/2 Minute Quads you requested Document Number: 120316030625 Database Last Updated: September 18, 2011 Quad Lists Listed Species Invertebrates Branchinecta conservatio Conservancy fairy shrimp (E) Branchinecta longiantenna longhorn fairy shrimp (E) Branchinecta lynchi Critical habitat, vernal pool fairy shrimp (X) vernal pool fairy shrimp (T) Desmocerus californicus dimorphus valley elderberry longhorn beetle (T) Euphydryas editha bayensis bay checkerspot butterfly (T) Lepidurus packardi Critical habitat, vernal pool tadpole shrimp (X) C - 47 4/4/12 Sacramento Fish & Wildlife Office Species List 2/6M:/jobs/OAK jobs/…/Sacramento Fish & Wildlife Office Species List.htm vernal pool tadpole shrimp (E) Fish Acipenser medirostris green sturgeon (T) (NMFS) Hypomesus transpacificus Critical habitat, delta smelt (X) delta smelt (T) Oncorhynchus kisutch coho salmon - central CA coast (E) (NMFS) Oncorhynchus mykiss Central California Coastal steelhead (T) (NMFS) Central Valley steelhead (T) (NMFS) Critical habitat, Central California coastal steelhead (X) (NMFS) Oncorhynchus tshawytscha Central Valley spring-run chinook salmon (T) (NMFS) winter-run chinook salmon, Sacramento River (E) (NMFS) Amphibians Ambystoma californiense California tiger salamander, central population (T) Critical habitat, CA tiger salamander, central population (X) Rana draytonii California red-legged frog (T) Critical habitat, California red-legged frog (X) Reptiles Masticophis lateralis euryxanthus Alameda whipsnake [=striped racer] (T) Critical habitat, Alameda whipsnake (X) Birds Charadrius alexandrinus nivosus western snowy plover (T) Pelecanus occidentalis californicus California brown pelican (E) Rallus longirostris obsoletus C - 48 4/4/12 Sacramento Fish & Wildlife Office Species List 3/6M:/jobs/OAK jobs/…/Sacramento Fish & Wildlife Office Species List.htm Rallus longirostris obsoletus California clapper rail (E) Sternula antillarum (=Sterna, =albifrons) browni California least tern (E) Mammals Reithrodontomys raviventris salt marsh harvest mouse (E) Vulpes macrotis mutica San Joaquin kit fox (E) Plants Amsinckia grandiflora large-flowered fiddleneck (E) Cordylanthus palmatus palmate-bracted bird's-beak (E) Lasthenia conjugens Contra Costa goldfields (E) Critical habitat, Contra Costa goldfields (X) Proposed Species Amphibians Rana draytonii Critical habitat, California red-legged frog (PX) Quads Containing Listed, Proposed or Candidate Species: LIVERMORE (446A) DUBLIN (446B) NILES (446C) LA COSTA VALLEY (446D) HAYWARD (447A) NEWARK (447D) DIABLO (464C) C - 49 4/4/12 Sacramento Fish & Wildlife Office Species List 4/6M:/jobs/OAK jobs/…/Sacramento Fish & Wildlife Office Species List.htm TASSAJARA (464D) LAS TRAMPAS RIDGE (465D) County Lists No county species lists requested. Key: (E) Endangered - Listed as being in danger of extinction. (T) Threatened - Listed as likely to become endangered within the foreseeable future. (P) Proposed - Officially proposed in the Federal Register for listing as endangered or threatened. (NMFS) Species under the Jurisdiction of the National Oceanic & Atmospheric Administration Fisheries Service. Consult with them directly about these species. Critical Habitat - Area essential to the conservation of a species. (PX) Proposed Critical Habitat - The species is already listed. Critical habitat is being proposed for it. (C) Candidate - Candidate to become a proposed species. (V) Vacated by a court order. Not currently in effect. Being reviewed by the Service. (X) Critical Habitat designated for this species Important Information About Your Species List How We Make Species Lists We store information about endangered and threatened species lists by U.S. Geological Survey 7½ minute quads. The United States is divided into these quads, which are about the size of San Francisco. The animals on your species list are ones that occur within, or may be affected by projects within, the quads covered by the list. Fish and other aquatic species appear on your list if they are in the same watershed as your quad or if water use in your quad might affect them. Amphibians will be on the list for a quad or county if pesticides applied in that area may be carried to their habitat by air currents. Birds are shown regardless of whether they are resident or migratory. Relevant birds on the county list should be considered regardless of whether they appear on a quad list. Plants Any plants on your list are ones that have actually been observed in the area covered by the list. Plants may exist in an area without ever having been detected there. You can find out what's in the surrounding quads through the California Native Plant Society's online Inventory of Rare and Endangered Plants. C - 50 4/4/12 Sacramento Fish & Wildlife Office Species List 5/6M:/jobs/OAK jobs/…/Sacramento Fish & Wildlife Office Species List.htm Surveying Some of the species on your list may not be affected by your project. A trained biologist and/or botanist, familiar with the habitat requirements of the species on your list, should determine whether they or habitats suitable for them may be affected by your project. We recommend that your surveys include any proposed and candidate species on your list. See our Protocol and Recovery Permits pages. For plant surveys, we recommend using the Guidelines for Conducting and Reporting Botanical Inventories. The results of your surveys should be published in any environmental documents prepared for your project. Your Responsibilities Under the Endangered Species Act All animals identified as listed above are fully protected under the Endangered Species Act of 1973, as amended. Section 9 of the Act and its implementing regulations prohibit the take of a federally listed wildlife species. Take is defined by the Act as "to harass, harm, pursue, hunt, shoot, wound, kill, trap, capture, or collect" any such animal. Take may include significant habitat modification or degradation where it actually kills or injures wildlife by significantly impairing essential behavioral patterns, including breeding, feeding, or shelter (50 CFR §17.3). Take incidental to an otherwise lawful activity may be authorized by one of two procedures: If a Federal agency is involved with the permitting, funding, or carrying out of a project that may result in take, then that agency must engage in a formal consultation with the Service. During formal consultation, the Federal agency, the applicant and the Service work together to avoid or minimize the impact on listed species and their habitat. Such consultation would result in a biological opinion by the Service addressing the anticipated effect of the project on listed and proposed species. The opinion may authorize a limited level of incidental take. If no Federal agency is involved with the project, and federally listed species may be taken as part of the project, then you, the applicant, should apply for an incidental take permit. The Service may issue such a permit if you submit a satisfactory conservation plan for the species that would be affected by your project. Should your survey determine that federally listed or proposed species occur in the area and are likely to be affected by the project, we recommend that you work with this office and the California Department of Fish and Game to develop a plan that minimizes the project's direct and indirect impacts to listed species and compensates for project-related loss of habitat. You should include the plan in any environmental documents you file. Critical Habitat When a species is listed as endangered or threatened, areas of habitat considered essential to its conservation may be designated as critical habitat. These areas may require special management considerations or protection. They provide needed space for growth and normal behavior; food, water, air, light, other nutritional or physiological requirements; cover or shelter; and sites for breeding, reproduction, rearing of offspring, germination or seed dispersal. Although critical habitat may be designated on private or State lands, activities on these lands are not restricted unless there is Federal involvement in the activities or direct harm to listed wildlife.C - 51 4/4/12 Sacramento Fish & Wildlife Office Species List 6/6M:/jobs/OAK jobs/…/Sacramento Fish & Wildlife Office Species List.htm unless there is Federal involvement in the activities or direct harm to listed wildlife. If any species has proposed or designated critical habitat within a quad, there will be a separate line for this on the species list. Boundary descriptions of the critical habitat may be found in the Federal Register. The information is also reprinted in the Code of Federal Regulations (50 CFR 17.95). See our Map Room page. Candidate Species We recommend that you address impacts to candidate species. We put plants and animals on our candidate list when we have enough scientific information to eventually propose them for listing as threatened or endangered. By considering these species early in your planning process you may be able to avoid the problems that could develop if one of these candidates was listed before the end of your project. Species of Concern The Sacramento Fish & Wildlife Office no longer maintains a list of species of concern. However, various other agencies and organizations maintain lists of at-risk species. These lists provide essential information for land management planning and conservation efforts. More info Wetlands If your project will impact wetlands, riparian habitat, or other jurisdictional waters as defined by section 404 of the Clean Water Act and/or section 10 of the Rivers and Harbors Act, you will need to obtain a permit from the U.S. Army Corps of Engineers. Impacts to wetland habitats require site specific mitigation and monitoring. For questions regarding wetlands, please contact Mark Littlefield of this office at (916) 414-6520. Updates Our database is constantly updated as species are proposed, listed and delisted. If you address proposed and candidate species in your planning, this should not be a problem. However, we recommend that you get an updated list every 90 days. That would be June 14, 2012. C - 52 Attachment 2. Photographs of the BSA. Photo. 1. Freshwater marsh near north end of BSA. C - 53 Photo. 2. Drainage swale that runs along the eastern edge of Dougherty Road. This photo also shows a large ground squirrel burrow within the swale. C - 54 Photo. 3. Berm along the east edge of the BSA, which creates a visual barrier between Camp Parks and Dougherty Road. C - 55 Photo. 4. Large burrow observed on slope of berm. C - 56 APPENDIX D CULTURAL RESOURCES EVALUATION This page intentionally left blank. William Self Associates, Inc. E-mail: jallan@williamself.com PO Box 2192, 61 Avenida de Orinda Orinda CA 94563 Phone: 925-253-9070/ 925-254-3553 fax WSA Consultants in Archaeology and Historic Preservation www.williamself.com April 18, 2012 Mr. John Cook Circlepoint 135 Main Street, Suite 1600 San Francisco, CA 94105 RE: CEQA Cultural Resources Technical Study, Dougherty Road Improvements Project, Dublin, CA Dear Mr. Cook: In accordance with our agreement with Circlepoint, William Self Associates, Inc. (WSA) has implemented a California Environmental Quality Act (CEQA) cultural resources technical study for the Dougherty Road Improvements Project (project), Dublin, California. As agreed, this response will be in a letter format rather than a stand-alone assessment report. Consequently, general background information on the cultural setting will only be briefly addressed. The results of the records search performed on behalf of WSA by the Northwest Information Center (NWIC), as well as Native American consultation, are also briefly noted. The findings from the archaeological survey and WSA’s evaluation of the Camp Parks entrance sign are discussed, and potentially significant impacts on historical resources from the project are identified. Mitigation measures are proposed that would reduce project impacts on historical resources to a less than significant level. Project Description and Location The City of Dublin is proposing to improve Dougherty Road from Sierra Lane to North City Limit. Improvements include widening the roadway to six travel lanes, and include a raised median and Class II bicycle lanes for approximately 1.9 miles. The project is part of the City's plan to widen Dougherty Road from a four-lane to a six-lane facility, consistent with the existing six-lane roadway north of the City boundary in San Ramon. The widening of Dougherty Road is proposed on the east side of the existing roadway, primarily within the roadway easement acquired by the City from Parks Reserve Forces Training Area (PRFTA, formerly Camp Parks) north of Scarlett Drive. South of Scarlett Drive, acquisition of right-of-way on the east side (one parcel) and relocation of utilities, including a PG&E power pole serving overhead power lines and a Zone 7 water utility facility just south of Scarlett Drive, is anticipated. Accompanying improvements include modification of two existing traffic signals at Dougherty Road/Willow Creek Drive and Dougherty Road/Amador Valley Boulevard, installation of a new traffic signal at the intersection of Dougherty Road and South D - 1 Mr. John Cook April 18, 2012 Page 2 William Self Associates, Inc. Mariposa Drive (the traffic signal is funded by an adjacent development), street lighting upgrade, roadway landscaping, trail enhancement and tie-in at the Iron Horse Trail, bus shelters, relocation of the PRFTA main gate to Dougherty Road at South Mariposa Drive and installation of a storm water mitigation feature. The project area is situated in unsectioned land in Township 2S and 3S, Range 1E, in Dublin, California, as depicted on the Dublin Quadrangle, California 7.5-minute USGS topographic quadrangle (U.S. Geological Survey 1960) (Appendix A: Figures 1-3). Environmental Setting The project area is located in the Amador Valley near its intersection with the San Ramon Valley, below the southern tip of the Dougherty Hills. The area is part of the Central Coast Ranges geomorphic province. Mount Diablo is the most striking element on the northern horizon. The project area is located on the edge of an alluvial plain that has been subject to episodic flooding, deposition of materials eroding from the surrounding hillsides, and tectonic activity (Wiberg et al. 1996). Alamo Creek flows south just west of the project area, merging with San Ramon Creek south of the project area. The project area is characterized by a combination of woodland and open grassland. This environment is host to a wide range of animals including the Red-tailed Hawk and various other species of birds, reptiles, amphibians, fish, and mammals (Brown 1985). Cultural Setting Prehistory Archaeological research within the region surrounding the project area began in the early 1900s with the work of N. C. Nelson of the University of California at Berkeley, whose work focused on shellmounds located around San Francisco Bay (Nelson 1909: 322-331). Nelson’s work provided the basis for the first model of cultural succession in Central California (Moratto 1984:227). Professional or academic-sponsored archaeological investigations in central California began in the 1930s, when J. Lillard and W. Purves identified a three-phase sequence, including Early, Intermediate, and Recent cultures (Lillard and Purves 1936). This scheme went through several permutations (see Lillard et al. 1939; Heizer and Fenenga 1939). In 1948 and again in 1954, Richard Beardsley refined this system and extended it to include the region of San Francisco Bay (Beardsley 1948, 1954). The resulting scheme came to be known as the Central California Taxonomic System (CCTS) (Fredrickson 1973; Hughes 1994:1). Subsequently, the CCTS system of Early, Middle, and Late Horizons was applied widely to site dating and taxonomy throughout central California. As more data were acquired through continued fieldwork, local exceptions to the CCTS were discovered, including within the Amador Valley region surrounding the project area. Artifact typologies were developed to place archaeological deposits in the Bay Area in relative chronological order and to provide estimated dates of occupations (Bennyhoff and Fredrickson 1994; D - 2 Mr. John Cook April 18, 2012 Page 3 William Self Associates, Inc. Bennyhoff and Hughes 1987; Gifford 1947). These typologies have been adjusted over time with the advent and refinement of radiocarbon dating techniques and excavation of additional sites. The typology known as Scheme B1, developed by Bennyhoff and Fredrickson (1994) and presented more recently in Bennyhoff and Hughes (1987), correlates most closely with the stratigraphy and dates identified in the Amador Valley in Alameda and Contra Costa counties. The chronology of cultural patterns and diagnostic artifact types assembled by Wiberg (1997:133) from several large prehistoric burial sites in the vicinity is the most recent and useful compilation of chrono-typological evidence. Mission records and ethnographies identify the Native Americans living in the Dublin area at the time of European contact in the latter half of the 18th century as members of various groups that are now referred to collectively as Ohlone. On the basis of linguistic evidence, it has been suggested that the ancestors of the Ohlone arrived in the San Francisco Bay Area about A.D. 500, having moved south and west from the Sacramento–San Joaquin Delta region. Linguistic evidence may indicate that prior to about A.D. 500 some five hundred speakers of the Hokan language occupied territories that included the project area until they were displaced by the ancestral Ohlone (Levy 1978:486). Ethnography The project area lies within the region that was occupied by the Ohlone or Costañoan group of Native Americans at the time of historic contact with Europeans (Kroeber 1970:462–473). The Ohlone population was probably small, even prior to European contact. The Ohlone people were subdivided into small village complexes or tribal groups. The groups were independent political entities, each occupying specific territories defined by physiographic features. Each group controlled access to the natural resources of the territories. Each independent tribal group had one or more permanent villages, but their territory also contained numerous smaller campsites. They moved between these different locations in response to seasonal changes in the availability of various foods and materials, and probably also for both social and traditional reasons. At the time of the first European contact in 1772, the project area was occupied by the Costañoan- speaking group Pelnen, a tribal group of some three hundred to five hundred Ohlone who inhabited semipermanent villages and seasonal campsites (Kroeber 1970; Levy 1978). Ethno-graphic information about the Pelnen is sparse. They may have shared the resources of the former Willow Marsh, located in the low-lying area between Dublin and Pleasanton, with the nearby Seunen and Souyen Ohlone tribal groups. This marsh was an important source of seasonal foods such as migratory waterfowl and shorebirds, which provided protein-rich supplements to the typical aboriginal diet of greens, roots and bulbs, seeds, and acorns (Levy 1978). Ohlone villages were located near shores, lagoons, and sloughs. Ohlone dwellings were constructed above ground and were made from wood poles tied together at the top to form a conical structure that D - 3 Mr. John Cook April 18, 2012 Page 4 William Self Associates, Inc. was then covered with grass, rushes, or tules. Larger villages had sweathouses that were dug into the ground. The Ohlone practiced subsistence based on hunting, fishing, and gathering. In summer, food gathering focused on plant and animal resources from the coastal hills. For a more extensive review of Ohlone ethnography, see Bocek (1986), Cambra et al. (1996), Kroeber (1970), Levy (1978), Milliken (1995), and Shoup et al. (1995). The arrival of the Spanish in the San Francisco Bay Area led to the rapid demise of Native California populations. Diseases, declining birth rates, and the effects of the mission system coupled with the Russian founding of Fort Ross in 1811 severely disrupted aboriginal life ways. With abandonment of the mission system and the Mexican takeover of California in the 1820s, numerous ranchos were established. Generally, the few Native Californians who remained were then forced by necessity to work on the ranchos. With the entrenchment of private property and with property line fences strung across land that had been used by the Ohlone, the pre-mission Ohlone way of life was no longer feasible in central California, and certainly not within the Dublin area. Today, descendents of the Ohlone live throughout the Bay Area. Some Ohlone groups (e.g., Muwekma and Amah) have banded together to seek federal recognition. Many Ohlone, both as individuals and as groups, are active in preserving and reviving elements of their traditional culture—such as dance, basketry, and song—and participate in monitoring and excavating archaeological sites. History On March 31, 1772, Spanish Lieutenant Pedro Fages and his expedition camped about two miles south of the project area, initiating the Historic Period in the Amador Valley. The first European settlement in the East Bay was Mission San Jose, founded in 1797. The area that is today Alameda County was under the control of Mission San Jose, and the mission's cattle grazed in the Amador Valley. After Mexico seceded from Spain in 1822, followed by the secularization of the missions in 1833, most of the Bay Area was divided into private ranchos. The current project area was part of the original Rancho San Ramon, a 16,517-acre grant made to Jose Maria Amador in 1826, and confirmed by the United States Government on August 17, 1835 (Bennett 1978). The City of Dublin owes its origin in large part to the location selected by Amador for his Rancho San Ramon in 1834 (Bennett 1978). Amador began selling off portions of his property in the early 1850s to settlers of Irish descent including Michael Murray, Jeremiah Fallon, and James Witt Dougherty. Michael Murray and Jeremiah Fallon purchased 1,000 acres of property from Amador in 1852 and each constructed wood frame houses. In 1853, James W. Dougherty purchased most of the remaining acres of the Rancho San Ramon from Amador (Baker 1914; Thompson & West 1878). Murray, Fallon, and Dougherty were instrumental in creating the early infrastructure of Dublin (or Dougherty Station as it was originally known) (Freudenheim 1977). D - 4 Mr. John Cook April 18, 2012 Page 5 William Self Associates, Inc. By 1878, Dublin had become a major stopping point that was strategically located at the crossroads of the Oakland to Stockton and Martinez to San Jose stagecoach lines. After the Central Pacific Railroad arrived in Alameda County in 1869, the economy changed over the next two decades from livestock ranching to the cultivation of grains, fruits and vegetables (Braznell 1982: 11-21). The landscape of eastern Alameda County changed dramatically as a result of World War II, as well as the post-war population boom and construction of the interstate freeway system. Camp Parks, officially designated Parks Reserve Forces Training Area in 1980, is named after Rear Admiral Charles W. Parks, CEC, USN. It was first built as a U.S. Navy base in 1943 and served as home to Navy Construction Battalions – the "Seabees." In 1951, the Navy transferred the property to the U.S. Air Force and the installation was renamed Parks Air Force Base. The Air Force transferred the base to the U.S. Army in 1959, and in 1964 the Army declared the entire installation excess. With the exception of 1,600 acres retained for National Guard and Navy use, the property was transferred to Alameda County. In 1980, the Army officially designated Camp Parks as a semi-active installation and renamed it Parks Reserve Forces Training Area (PRFTA). The base is currently used for training by thousands of National Guard and Army Reserve soldiers and nearly 100 Naval Reserve Seabees (California State Military Museum n.d.). Results of the Record Search On behalf of WSA, staff at the California Historical Resources Information System, Northwest Information Center (NWIC) at Sonoma State University, Rohnert Park, California, completed a records search of the project vicinity on February 21, 2012 (File No. 11-0893). They searched their files for information on previous archaeological surveys and recorded sites for the specific project area and within a ¼-mile radius of the project area to identify and evaluate the potential for the presence of cultural resources. The record search included a review of the current computer list of Office of Historic Preservation (OHP) Historic Property Directory, which includes information regarding National Register of Historic Places (`), the California Register of Historical Resources (CRHR), California State Historical Landmarks, and California State Points of Historical Interest; OHP Archaeological Determinations of Eligibility; the California Inventory of Historic Resources (1976); the 1865 and 1871 GLO Plat Maps for T2S R1E and T3S R1E; the 1868 San Ramon Grant (Amador) Plat Map; the 1878 Thompson & West Historical Atlas Map of Alameda County, California; the 1906 and 1942 USGS Livermore 15’ Quadrangles and other pertinent historical data available at the NWIC. The records search revealed that there are three previously recorded cultural resources within the project area, including one that has been determined to be eligible for listing on the NRHP (Table 1). The three sites within the project area are evaluated below. In addition, 16 cultural resources are located within the ¼-mile search radius (Table 2). These include one recorded archaeological site and 15 historic buildings and structures in PRFTA, located on the east side of Dougherty Road. D - 5 Mr. John Cook April 18, 2012 Page 6 William Self Associates, Inc. Table 1. Cultural Resources within the Project Area Primary # Resource Type Age Name Recorded by References P-01-183* Site Pre- historic CA-ALA-462 Flynn and Flynn, 10/12/1981 Roop and Flynn 1981; Holman et al. 2000; Haydu and Button 2002; Earth Metrics Incorporated 1981 P-01-2109 & P-07-280 Site Pre- historic CA-ALA-457/CA-CCO-509 Gerike and Roop, 10/11/1982 Roop and Flynn 1981; Scott 1998; Earth Metrics Incorporated 1981 P-01-10495 Structure Historic Entrance Sign Ashkar, 4/9/1998 Jones & Stokes Associates, Inc. 1998 *Later evaluation determined this site to be natural, not cultural, in origin Table 2. Cultural Resources within ¼ mile of the Project Area Primary # Resource Type Age Name Recorded by Reference P-01-3623 Building Historic Building 1163 Larson and Herrick, 10/1/2001 Environmental Science Associates, Inc. 1986; Herbert et al. 2002 P-01-3624 Building Historic Building 1179 Jeffery, 1/3/86 Environmental Science Associates, Inc. 1986; Herbert et al. 2002 P-01-3625 Building Historic Building 1180 Jeffery, 1/3/86 Environmental Science Associates, Inc. 1986; Herbert et al. 2002 P-01-10456 Building Historic Administration Buildings Larson and Herrick, 10/1/2001 Herbert et al. 2002 P-01-10458 Building Historic Barracks Larson and Herrick, 10/1/2001 Herbert et al. 2002 P-01-10459 Building Historic Building 312 Larson and Herrick, 10/1/2001 Herbert et al. 2002 P-01-10460 Building Historic Buildings 331 and 332 Larson and Herrick, 10/1/2001 Herbert et al. 2002 P-01-10461 Building Historic Building 340 Larson and Herrick, 10/1/2001 Herbert et al. 2002 P-01-10462 Building Historic Building 350 Larson and Herrick, 10/1/2001 Herbert et al. 2002 P-01-10463 Building Historic Building 370 Larson and Herrick, 10/1/2001 Herbert et al. 2002 P-01-10480 Building Historic Miscellaneous Storage Facilities Larson and Herrick, 10/1/2001 Herbert et al. 2002 P-01-10486 Buildings and Historic Recreation Facilities Larson and Herrick, 10/1/2001 Herbert et al. 2002 D - 6 Mr. John Cook April 18, 2012 Page 7 William Self Associates, Inc. Primary # Resource Type Age Name Recorded by Reference Structures P-01-10489 Building Historic Warehouses Larson and Herrick, 11/1/2001 Herbert et al. 2002 P-07-27 Site Pre- historic CA-CCO-7 Chavez, 2/2/90 Moratto et al. 1990; Samuelson et al. 1993 P-07-2560 Buildings Historic Fixed-Range Firing Areas Larson and Herrick, 10/1/2001 Herbert et al. 2002 P-07-2655 Other Historic Area of Cultivated Trees Caputo, Stoyka, and Haydu, 7/29/2004 Caputo 2004 The project area is included within 20 cultural resource studies, mostly overview reports (Table 3). Table 3. Reports that include the Project Area Study # Author Date Title S-595 Ronald F. King 1974 A Report on the Status of Generally Available Data Regarding Archaeological, Ethnographic, and Historical Resources Within a Five Mile Wide Corridor Through Portions of Colusa, Yolo, Solano, and Contra Costa Counties, California S-848 David A. Fredrickson 1977 A Summary of Knowledge of the Central and Northern California Coastal Zone and Offshore Areas, Vol. III, Socioeconomic Conditions, Chapter 7: Historical & Archaeological Resources. S-934 David S. Fredrickson, Marc M. Druckman, Rae Eby- Burroughs, and Susan McMurray 1978 Upper Alameda Creek Urban Study: Archaeology, History, Contemporary, Ethnic. S-1978 Anthony V. Aiello 1960 The Islands of Contra Costa S-2458 Suzanne Marie Ramiller, Neil Ramiller, Roger Werner, and Suzanne Stewart 1981 Overview of Prehistoric Archaeology for the Northwest Region, California Archaeological Sites Survey. S-4840 G.S. Breschini and T. Haversat 1980 Central California Obsidian Source Data and C-14 Dates S-7076 William Roop and Katherine Flynn 1981 Cultural Resources Literature Search and Field Reconnaissance of Camp Parks, Alameda and Contra Costa Counties, California. S-9462 Teresa Ann Miller 1977 Identification and Recording of Prehistoric Petroglyphs in Marin and Related Bay Area Counties. S-9583 David W. Mayfield 1978 Ecology of the Pre-Spanish San Francisco Bay Area S-16660 Jeffrey Fentress 1992 Prehistoric Rock Art of Alameda and Contra Costa Counties, California S-18217 Glenn Gmoser 1996 Cultural Resources Evaluations for the Caltrans District 04 Phase 2 Seismic Retrofit Program, Status Report: April 1996 S-20395 Donna L. Gillette 1998 PCNs of the Coast Ranges of California: Religious Expression or the Result of Quarrying? S-22964 Miley Paul Holman 2000 Mechanical Subsurface Testing for Archaeological Site ALA- 462, Camp Parks, Alameda County (letter report) D - 7 Mr. John Cook April 18, 2012 Page 8 William Self Associates, Inc. Study # Author Date Title S-25041 Barry Scott 1998 Report of Field Investigation of Previously Recorded Cultural Resource Sites in Parks Reserve Forces Training Area (letter report) S-26071 Jones & Stokes Associates, Inc. 1998 Parks Reserve Forces Training Area, Built Environment Inventory and Evaluation S-26075 Damon Haydu and Melinda Button 2002 A Cultural Resources Study of Seven Locations Within the Parks Reserve Forces Training Area, Dublin, Contra Costa and Alameda Counties, California S-26096 Earth Metrics Incorporated 1981 Historic Property Survey Report for the Reactivation and Development Plans, Camp Parks, Pleasanton, CA. S-32596 Randall Milliken, Jerome King, and Patricia Mikkelsen 2006 The Central California Ethnographic Community Distribution Model, Version 2.0, with Special Attention to the San Francisco Bay Area, Cultural Resources Inventory of Caltrans District 4 Rural Conventional Highways. S-33239 David Chavez and Jan M. Hupman 1994 Alameda Watershed, Natural and Cultural Resources, San Francisco Watershed Management Plan S-33600 Jack Meyer, Jeff Rosenthal 2007 Geoarchaeological Overview of the Nine Bay Area Counties in Caltrans District 4. There have been 21 cultural resource studies within the ¼-mile records search radius (Table 4), most within the Camp Parks area east of Dougherty Road. Table 4. Cultural Resources Studies within ¼ -Mile of the Project Area Study # Author Date Title S-727 Miley P. Holman and David Chavez 1977 An Archaeological Reconnaissance of Two New Proposed Waste Water Pipeline Routes, Livermore-Amador Valley Water Management Agency, Alameda County, California. S-2021 Miley P. Holman 1979 Archaeological Field Reconnaissance of the Proposed Kemco Development Area in the City of Dublin, California (letter report). S-6422 Margaret L. Buss 1984 Archaeological Survey Report, improvements to the Hopland Road/Route 580 Interchange, 04-ALA-580 P.M. 19.8/20.0 210-113520 S-8949 David Chavez 1986 Cultural Resources Evaluation for the Bent Creek Residential Project, San Ramon, California S-12132 Patricia Ryan Farrell and Roger H. Werner 1990 Cultural Resources Survey of a Proposed Dougherty Road Widening in Dublin, Alameda County, California S-17993 Brian Hatoff, Barb Voss, Sharon Waechter, Stephen Wee, and Vance Bente 1995 Cultural Resources Inventory Report for the Proposed Mojave Northward Expansion Project S-23230 Shahira A. Ashkar 1998 Cultural Resources Inspection at the Proposed Location of a New Front Gate at Parks Reserve Forces Training Area (letter report) S-23385 Colin I. Busby and Stuart A. Guedon 2000 Cultural Resources Assessment for an Extension of the Iron Horse Trail Between Dougherty Road and Dublin BART Station, City of Dublin, Alameda County (letter report) S-25126 Leigh Martin and William Self 2001 Cultural Resources Assessment Report, Proposed Sewer Rehabilitation, Camp Parks, Dublin, Alameda County. D - 8 Mr. John Cook April 18, 2012 Page 9 William Self Associates, Inc. S-25313 Rand Herbert, Bryan Larson, Jessica Herrick, Amanda Blosser, Andrew Walters, and Eric Johnson 2002 National Register of Historic Places, Inventory and evaluation of Previously Unevaluated World War II and Cold War Era Buildings, Parks Reserve Forces Training Area, Alameda and Contra Costa Counties, California. S-26051 Environmental Science Associates, Inc. 1986 Structures Evaluation for National Register of Historic Places for the Parks Reserve Forces Training Area, Contra Costa and Alameda Counties, California. S-27396 Damon Mark Haydu 2005a An Archaeological Investigation of Four Historic-Period Resources Within Camp Parks Reserve Forces Training Area, Alameda and Contra Costa Counties, California. S-28826 Damon Mark Haydu 2001 A Cultural Resources Study of Portions of the Training Area and Cantonment Area Within Camp Parks (PRFTA), Alameda and Contra Costa Counties, California. S-28835 Jack Meyer and Graham Dalldorf 2004 Geoarchaeological Investigation in the Parks Reserve Forces Training Area, Alameda and Contra Costa Counties, California. S-29304 Miley Paul Holman 2004 Archaeological Field Survey for the 7 Acre Alternate DSRSD Location, Parks Reserve Forces Training Area, Dublin, Alameda County, California (letter report) S-29314 Christopher Caputo 2004 Archaeological Survey Report for Portions of the Training Area, Parks RFTA, Alameda and Contra Costa Counties, California. S-31311 Damon Mark Haydu 2005b Archaeological Evaluations of CA-ALA-463H, CA-CCO- 510, CA-CCO-512/H, and CA-CCO-513, Parks Reserve Forces Training Area, Alameda and Contra Costa Counties, California. S-33278 Barbra Siskin 2004 Cultural Resources Inventory Report, Dougherty Road Recycled Water Pipeline Project, Contra Costa County, California S-33429 Jones & Stokes 2005 Draft Cultural Resource Assessment for the Camp Parks RFTA Metering Project, Contra Costa and Alameda Counties, California. S-35826 Brian F. Byrd 2008 Historic Property Survey Report for the I-580 Westbound High Occupancy Vehicle Lane Project, Greenville Road to San Ramon/Foothill Roads, Alameda County, California: 4- Ala-580, P.M. 8.29/21.43, EA 29082K S-37985 Paul Farnsworth 2011 Archaeological Testing Report for the Arroyo Vista Project, City of Dublin, Alameda County, California Native American Consultation On February 15, 2012, WSA contacted the Native American Heritage Commission (NAHC) by letter to request information on known Native American sacred lands within the project area and to request a listing of individuals or groups with a cultural affiliation to the project area. The NAHC responded by letter on March 8, 2012. The letter stated that a search of the sacred land file had failed to indicate the presence of Native American cultural resources in the immediate project area. A list of Native American contacts was included in the response. On March 9, 2012, WSA sent letters to the following contacts identified by the NAHC, requesting comment on this Project: Ms. Jakki Kehl; Ms. Katherine Erolinda Perez; Ms. Irene Zwierlein, Amah/Mustsun Tribal Band; Ms. Jean-Marie Feyling, D - 9 Mr. John Cook April 18, 2012 Page 10 William Self Associates, Inc. Amah/Mutsun Tribal Band; Ms. Ann Marie Sayers, Indian Canyon Mutsun Band of Costanoan; Ms. Rosemary Cambra, Muwekma Ohlone Indian Tribe of the San Francisco Bay Area; Mr. Andrew Galvan, The Ohlone Indian Tribe; and Ms. Ramona Garibay, Representative of the Trina Marine Ruano Family. No responses were received. Follow-up telephone calls were placed on March 30, 2012 and April 9, 2012. Copies of the correspondence are provided, and the results of the follow-up phone calls are summarized, in Appendix B. Results of the Survey The portion of the project area from Sierra Lane to Scarlett Drive was previously surveyed for archaeological resources and none were observed (Farrell and Werner 1990). Although portions of the remainder of the project area from Scarlett Drive to North City Limit were previously surveyed, other areas were not. In accordance with CEQA, to ensure that no potentially significant cultural resources are present in the un-surveyed areas, and as a means of evaluating potential impacts to such resources, WSA archaeologist David Buckley, B.A. conducted an intensive pedestrian survey of the project area on March 27, 2012. The survey began just north of the Dublin city boundary at Austin Creek Avenue in San Ramon, and proceeded south for approximately 2 miles along the east side of Dougherty Road, terminating at the intersection of Dougherty Road and Scarlett Drive. The survey comprised sections of undeveloped and underdeveloped street shoulder and a bike path/trail, along with portions of grassy and partially landscaped areas east of the paved bike path/trail. An earthen berm is present almost the entire length of the survey area’s eastern side and is bounded by the Camp Parks property fence. A line of trees, which runs almost the entire length of the survey area, is present between the paved sidewalk/trail and the earthen berm (Appendix A: Figures 4 and 5). The terrain between Dougherty Road and the paved bike path/trail is flat (mostly level and graded) throughout the survey area, with patchy low-lying grasses and weeds, and scattered gravels. Ground visibility was moderately high in this area (approximately 85 percent). The area east of the paved bike path/trail consists of low to high grasses and brush with patchy ground visibility (some areas as low as 2 to 5 percent). In other areas where ground cover was absent or worn away, ground visibility was higher (50 to 75 percent). The terrain increases in slope along the eastern edge of the project area, closer to the berm. The earthen berm itself has low ground visibility (less than 10 percent in most areas), as medium to high grasses and brush are present along the length of the berm. Moderate to high amounts of rodent burrows are present along the berm, and small to medium rocks and pieces of asphalt and concrete were observed within the berm soil matrix. The soil is moist clayey loam to loamy clay with small pebbles and rootlets in the majority of the project area. Scattered trash and debris was also present along the survey area. D - 10 Mr. John Cook April 18, 2012 Page 11 William Self Associates, Inc. No prehistoric cultural material was identified during the survey and no prehistoric artifacts were observed. No historic cultural material was identified during the survey and no historic artifacts were observed. CEQA Historical Resource Evaluation Regulatory Context CEQA Guidelines §15064.5 (revised October 26, 1998) details the appropriate measures for evaluating and protecting historical resources. For the purposes of CEQA, "historical resources" are those cultural resources that are: (1) listed in or eligible for listing in the California Register of Historical Resources; (2) listed in a local register of historical resources (as defined in PRC 5020.1(k)); (3) identified as significant in a historical resource survey meeting the requirements of §5024.1(g) of the Public Resources Code; or (4) determined to be a historical resource by a project's lead agency (§15064.5(a)). The subsection further states "[a] project with an effect that may cause a substantial adverse change in the significance of an historical resource is a project that may have a significant effect on the environment" (CEQA Guidelines §15064.5(b)). CRHR Evaluation Criteria A resource may be listed in or eligible for listing in the CRHR if it meets the following criteria: 1. it is associated with events that have made a significant contribution to the broad patterns of California’s history and cultural heritage; or 2. it is associated with the lives of persons important to California’s past; or 3. it embodies the distinctive characteristics of a type, period, region, or method of construction, or represents the work of an important creative individual, or possesses high artistic values; or 4. it has yielded or is likely to yield information important in prehistory or history (Public Resources Code §5024.1). In addition to meeting one or more of the criteria listed above, a resource must also possess integrity to qualify for listing in the CRHR. Integrity is evaluated with reference to qualities that include location, design, materials, workmanship, setting, feeling, and association. A potentially eligible site must retain the integrity of the values that would make it significant. For historical structures, integrity is typically indicated by the retention of the features that maintain contextual association with historical developments or personages that render them significant (Criteria 1, 2, or 3). Evidence of the preservation of this context is typically determined by the level of preservation of historic and architectural features that associate a property with significant events, personages, or styles. D - 11 Mr. John Cook April 18, 2012 Page 12 William Self Associates, Inc. Integrity refers both to the authenticity of a property’s historic identity, as shown by the survival of physical characteristics that existed during its historic period and to the ability of the property to convey its significance. This is often not an all-or-nothing scenario (determinations can be subjective); however, the final judgment must be based on the relationship between a property’s features and its significance. NRHP Evaluation Criteria Under California Code of Regulations, Title 14, Chapter 11.5, §4851 (a)(1), a historical resource is automatically listed in the CRHR if it is listed in, or formally determined to be eligible for, the NRHP. The NRHP, created under the National Historic Preservation Act of 1966, as amended, is the federal list of historical and archaeological resources worthy of preservation. Resources listed in the NRHP include districts, sites, buildings, structures, and objects that are significant in American history, prehistory, architecture, archaeology, engineering, and culture. The NRHP is maintained by the Keeper of the National Register within the National Park Service. To guide the selection of properties included in the NRHP, the Advisory Council on Historic Preservation has developed the National Register Criteria for Evaluation (36 CFR Part 60.4). The criteria are standards by which every property that is nominated to the NRHP is judged. The quality of significance in American history, architecture, archaeology, and culture is possible in districts, sites, buildings, structures, and objects that meet one of the following criteria: (A) associated with events that have made a significant contribution to the broad patterns of our history; or (B) associated with the lives of persons significant in our past; or (C) embodies the distinctive characteristics of a type, period, or method of construction, or that possess high artistic values, or that represent a significant distinguishable entity whose components may lack individual distinction; or (D) has yielded or may be likely to yield, information important to history or prehistory (36 CFR Part 60.4). All categories of properties—districts, sites, buildings, structures, and objects—may be judged in relation to any or all of these criteria. In addition to the criteria above, in order to be determined eligible for listing on the NRHP a property must also possess integrity. The integrity of a property refers to its ability to convey its significance. Historic properties either retain integrity (that is, convey their significance) or they do not. There are seven aspects or qualities that, in various combinations, define integrity. These aspects are location, design, setting, material, workmanship, feeling, and association. To retain historic integrity a property will always possess several, and usually most, of the aspects. The retention of specific aspects of integrity is paramount for a property to convey its significance (National Park Service [NPS] 1990:44). D - 12 Mr. John Cook April 18, 2012 Page 13 William Self Associates, Inc. Camp Parks Entrance Sign Jones & Stokes Associates, Inc. (1998) recommended the Camp Parks entrance sign was eligible for listing on the NRHP under National Register Criterion C. The State Historic Preservation Officer (SHPO) concurred in a letter dated October 26, 1999. The Camp Parks entrance sign was designed and built by nationally recognized architect Bruce Goff (1904-1982) in 1944. Goff began his civilian architectural career designing homes and teaching architecture at the University of Oklahoma. At the start of World War II, Goff enlisted in the U.S. Navy and was assigned to a Naval Construction Battalion (the "Seabees") in the Aleutian Islands. In 1944, he was transferred to Camp Parks where he became involved in a variety of design and construction projects, including the Commander’s house, the officer’s club, the enlisted men’s club, the chapel and a number of other projects, including the entrance sign. At present, only the Commander’s house and the entrance sign remain at Camp Parks (Jones & Stokes Associates, Inc. 1998:6). According to Jones & Stokes Associates, Inc. (1998:7), Goff’s designs display a mixture of modernism and organic shapes. His early work is derivative of the style of Frank Lloyd Wright, with influences from the more exotic currents of German and Dutch Expressionism and East Asian art (DeLong 1995). Buildings designed by Goff are often unusually shaped (triangular or circular) and contain natural shapes and materials. Extensive use of river cobble, glass, and water are typical of these works. Other designs by Goff are very angular and modern…. The Camp Parks entrance sign falls in the latter category—it is designed in the angular, modern style for which Goff was well known. The sign is a brown, wood sign displaying the word "CAMP" horizontally and the word "PARKS" extending vertically downward from the "P" in "CAMP." The end of the "S" in "PARKS" zig-zags below the name and forms a hexagon at the end. The entrance sign is attached to a narrow, two-story screen wall that is positioned in front of a small sentry building facing Dougherty Road. It is in its original position and is in good condition (Appendix A: Figure 6 and 7). Jones & Stokes Associates, Inc. (1998) evaluated the Camp Parks entrance sign in 1998 as part of a Section 106 review and built environment inventory and evaluation of PRFTA, and they recommended it as eligible to the NRHP (Jones & Stokes Associates, Inc. 1998). Jones & Stokes Associates, Inc. (1998:11) argued that the sign was eligible under Criterion C because "the angular elements and modern style of the entrance sign make it representative of much of Goff’s early work." They also noted that the sign was one of the few remaining examples of Goff’s work with the Seabees, and that it was still standing in its original location and was in good condition. They argued that the entrance sign retained integrity of location, design, setting, materials, workmanship, feeling, D - 13 Mr. John Cook April 18, 2012 Page 14 William Self Associates, Inc. and association (Jones & Stokes Associates, Inc. 1998:11). Further, they found that because of the extensive demolition and redevelopment that had taken place on the base since World War II, there was no potential for a historic district to be established at Camp Parks. They also found that the Commander’s residence and the Camp Parks entrance sign were all that remained of the eight buildings Goff designed or remodeled while he was stationed at Camp Parks in 1944. Jones & Stokes Associates, Inc. (1998) recommended that as individual structures, only the entrance sign was eligible for listing in the NRHP. The SHPO concurred with the determination of eligibility in a letter dated October 26, 1999. Under California Code of Regulations, Title 14, Chapter 11.5, §4851 (a)(1), a historical resource is automatically listed in the CRHR if it is listed in, or formally determined eligible for, the NRHP. Since the Camp Parks entrance sign was formally determined to be eligible to the NHRP by the SHPO, it is automatically listed in the CRHR. It is therefore considered to be a "historical resource" under CEQA. The Camp Parks entrance sign is attached to a small sentry station (Building no. 140) that was also built in 1944. Although the sentry station and the entrance sign are physically attached, the sentry station was evaluated as an independent structure separate from the entrance sign. Jones & Stokes Associates, Inc. (1998) determined that the sentry station met the criteria for a U.S. Navy "temporary building," and therefore qualified for treatment under the 1986 Programmatic Memorandum of Agreement among the U.S. Department of Defense, the Advisory Council on Historic Preservation, the National Conference of State Historic Preservation Officers, and the Historic American Building Survey/Historic American Engineering Record regarding the Demolition of World War II Temporary Buildings (WWII PA). Temporary buildings included under the WWII PA are not eligible for the NRHP, and Jones & Stokes Associates, Inc. (1998) recommended that no further documentation or evaluation of the building was required. In a letter dated October 26, 1999, the SHPO concurred with this recommendation. This concurrence was later reaffirmed in a May 5, 2003 letter from PRFTA to the SHPO, which reiterated that the sentry station (Building no. 140) is not eligible for nomination to the NRHP. Because the sentry station is not eligible for nomination to the NRHP, it is not considered a "historical resource" under CEQA and need not be considered further in the CEQA process. Additional Resources in Project Area In addition to the Camp Parks entrance sign, the records search results identified two additional cultural resources whose western edges extend into the project area and may therefore be impacted by the project. Site CA-ALA-457/CA-CCO-509 (Primary No. P-07-000280/P-01-002109) was originally recorded as site no. 81-82-24 during a 1982 archaeological survey of Camp Parks. The site was located to the east of Dougherty Road, and covered an indeterminate area. The site was described as a scatter of hammerstones, one pestle tip, and "possible artifactual cobbles" in a small valley on top of a slight rise (Gerike and Roop 1982). In a later evaluation on behalf of the U.S. D - 14 Mr. John Cook April 18, 2012 Page 15 William Self Associates, Inc. Army, Scott (1998) could not relocate cultural materials at CA-ALA-457/CA-CCO-509 and recommended that no further study or avoidance of the site was necessary. In a letter dated October 26, 1999, the SHPO concurred with this recommendation. Site CA-ALA-462 (Primary No. P-01-000183) was originally recorded as site no. 81-82-23 during a 1981 archaeological survey of Camp Parks. The site was located east of Dougherty Road, and covered an area 30 x 50 m. It was described as a scatter of ground and chipped stone tools, including hammerstones and potential choppers, on the slope of a low knoll or terrace above a seasonal wetland area (Flynn and Flynn 1981). In 2000, Holman conducted extensive subsurface testing at the site and could not relocate cultural materials at this location (Holman 2000). A 2001 evaluation conducted by the Anthropological Studies Center at Sonoma State University on behalf of the U.S. Army determined that CA-ALA-462 was natural, rather than cultural, in origin and recommended it was therefore not eligible to the NRHP and that it did not warrant further study or protection (Haydu and Button 2002). In a letter dated June 19, 2002, the SHPO concurred with the recommendation that CA-ALA-462 was not cultural in origin and did not warrant further study or protection. Sites CA-ALA-457/CA-CCO-509 and CA-ALA-462 are not considered "historical resources" under CEQA because they have been determined to be not eligible for the NRHP, and by extension the CRHR (CEQA Guidelines §15064.5 [a]). Furthermore, based on Scott (1998) and Haydu and Button’s (2002) evaluations of the sites, neither meets the criteria found in Public Resources Code §21083.2[g] for a "unique archaeological resource." CEQA Guidelines §15064.5[c][4] state that if an archaeological resource is neither a unique archaeological nor an historical resource, the effects of the project on those resources should not be considered a significant effect on the environment and they need not be considered further in the CEQA process. Impacts and Mitigation In California, project-related impacts on historical resources listed or eligible for listing in the CRHR are evaluated under CEQA Guidelines §15064.5[b], which state that "a project with an effect that may cause a substantial adverse change in the significance of a historical resource is a project that may cause a significant effect on the environment." This section also provides standards for determining what constitutes a "substantial adverse change" to archaeological or historical resources, including physical demolition, destruction, relocation, or alteration of the resource or its immediate surroundings such that the significance of the historical resource would be materially impaired (CEQA Guidelines §15064.5[b][1]). The significance of a historical resource is considered materially impaired when a project demolishes or materially alters in an adverse manner those characteristics that convey its historical significance and that justify its eligibility for inclusion in the CRHR (CEQA Guidelines §15064.5[b][2]). Substantial adverse changes to the characteristics that make a resource eligible for the CRHR are considered a significant impact. D - 15 Mr. John Cook April 18, 2012 Page 16 William Self Associates, Inc. However, the CRHR regulations include a special provision for moved buildings, structures, or objects. The State Historical Resources Commission recognizes "that moving an historic building, structure, or object is sometimes necessary to prevent its destruction. Therefore, a moved building, structure, or object that is otherwise eligible may be listed in the CRHR if it was moved to prevent its demolition at its former location and if the new location is compatible with the original character and use of the historical resource. An historical resource should retain its historic features and compatibility in orientation, setting, and general environment" (California Code of Regulations, Title 14, Chapter 11.5, §4852 (d)(1)). This special consideration for moved properties in the CRHR regulations is consistent with a similar consideration in the NRHP guidelines. According to National Register Criteria Consideration B: Moved Properties, a building or structure may be eligible for the NRHP if removed from its original location but is significant primarily for architectural value (Criterion C), or which is the surviving structure most importantly associated with a historic person or event (NPS 1990:25). A moved property significant under Criterion C must retain enough historic features to convey its architectural values and retain integrity of design, materials, workmanship, feeling, and association (NPS 1990:29). Moved properties must still have an orientation, setting, and general environment that are comparable to those of the historic location and that are compatible with the property’s significance (NPS 1990:30). Jones & Stokes Associates, Inc., (1998) recommended the Camp Parks entrance sign was eligible for listing on the NRHP (and by extension, the CRHR) under National Register Criterion C. The SHPO concurred in a letter dated October 26, 1999. Since relocating the sign as part of the Dougherty Road Improvements constitutes a substantial adverse change to the characteristics that make the Camp Parks entrance sign eligible for the CRHR, the proposed project would therefore have a significant effect on the environment, as defined in CEQA Guidelines, §15064.5(b). If, however, the sign was relocated in a manner consistent with California Code of Regulations, Title 14, Chapter 11.5, §4852 (d)(1)), its eligibility for listing on the CRHR would be maintained and the project’s adverse impact on this resource would be reduced to less than significant level. CEQA Guidelines §15126.4 requires evaluation of feasible mitigation measures for each significant environmental impact. Based on the current design plans for the project, it is not feasible to preserve the Camp Parks entrance sign in situ or to avoid the sign during road widening activities. The only feasible mitigation measure that will reduce the impact on the historical resource to a less than significant level is to remove the sign prior to beginning the project and re-erect it in a new location that is compatible with the original character and use of the entrance sign, and that retains its historic features and compatibility in orientation, setting, and general environment (California Code of Regulations, Title 14, Chapter 11.5, §4852 (d)(1)). With implementation of Mitigation Measure CULT-1, the project’s adverse impact on this resource would be reduced to a less than significant level. D - 16 Mr. John Cook April 18, 2012 Page 17 William Self Associates, Inc. Mitigation Measure CULT-1: Prior to beginning construction activities related to the Dougherty Road Improvements Project, the Camp Parks entrance sign shall be removed from its original location and relocated in a setting compatible with the original character and use of the entrance sign. The entrance sign’s new location shall allow the sign to retain its historic features and compatibility in orientation, setting, and general environment. Three options are identified in this mitigation measure that, if implemented, would allow the entrance sign to retain its eligibility to the NRHP, and would reduce the overall project impacts to a less than significant level. Option 1: The Camp Parks entrance sign shall be relocated 30 to 60 m east of its current location, outside of the project area and west of Adams Avenue. The sign shall be relocated within or adjacent to 5th Street on PRFTA property. This option would require coordination between the City of Dublin and PRFTA for both the sign’s relocation and its future maintenance. Relocating the entrance sign shall conform to the standards outlined in the Secretary of the Interior's Standards for the Treatment of Historic Properties with Guidelines for Preserving, Rehabilitating, Restoring, and Reconstructing Historic Buildings (Weeks and Grimmer 1995). CEQA Guidelines §15064.5(b)(3) indicate that, "[g]enerally, a project that follows the Secretary of the Interior's Standards for the Treatment of Historic Properties with Guidelines for Preserving, Rehabilitating, Restoring, and Reconstructing Historic Buildings or the Secretary of the Interior's Standards for Rehabilitation and Guidelines for Rehabilitating Historic Buildings (Weeks and Grimmer 1995), shall be considered as mitigated to a level of less than a significant impact on the historical resource." The sign shall be reinstalled in its original orientation facing Dougherty Road, which would allow the sign to retain its historic features and compatibility in orientation, setting, and general environment. Option 2: The Camp Parks entrance sign shall be relocated to an appropriate new permanent location within the current or former boundaries of PRFTA. Selection of a new location shall be negotiated between the City of Dublin, PRFTA, and SunCal, a private company that is developing the southern 180 acres of PRFTA as a residential subdivision. An appropriate new location is one that permits the sign to be placed in a setting compatible with the original character and use of the entrance sign. The entrance sign’s new location shall allow the sign to retain its historic features and compatibility in orientation, setting, and general environment. The relocation of the entrance sign shall conform to the standards outlined in the Secretary of the Interior's Standards for the Treatment of Historic Properties with Guidelines for Preserving, Rehabilitating, Restoring, and Reconstructing Historic Buildings (Weeks and Grimmer 1995). Option 3: The Camp Parks entrance sign shall be incorporated into the planning of an appropriate future development in PRFTA or former PRFTA lands. An appropriate future development is one that permits the sign to be relocated in a setting compatible with the original character and use of the entrance sign. The entrance sign’s new location shall allow the sign to retain its historic features and compatibility in orientation, setting, and general environment. Until the sign can be relocated to a new location, it shall be placed under the stewardship of the City of Dublin, the U.S. Army, or an D - 17 Mr. John Cook April 18, 2012 Page 18 William Self Associates, Inc. appropriate non-profit historic preservation organization, such as the Dublin Historical Preservation Association, until such time that it can be incorporated into an appropriate future development in PRFTA. The agency or non-profit historic preservation organization shall remove and store the entrance sign in a manner that does not alter or damage the sign’s original design, material, workmanship, and feeling; and that prevents the sign’s deterioration during the storage period. The removal and storage of the entrance sign shall conform to the standards outlined in the Secretary of the Interior's Standards for the Treatment of Historic Properties with Guidelines for Preserving, Rehabilitating, Restoring, and Reconstructing Historic Buildings (Weeks and Grimmer 1995). One possible appropriate future location for the sign is the proposed new PRFTA main entrance on Dougherty Road to be completed by SunCal. Current design plans propose the new PRFTA main entrance to be located on Dougherty Road at South Mariposa, approximately 400 m north of the sign’s original location. Relocating the Camp Parks entrance sign to the new PRFTA main entrance would retain the original character and use of the entrance sign, and would be compatible in orientation, setting, and general environment. Relocating the Camp Parks entrance sign to another location within PRFTA or a future development on former PRFTA lands may also be possible, but such a relocation shall be evaluated on a case by case basis to determine if the setting is compatible with the original character and use of the entrance sign, and that the sign would retain its historic features and compatibility in orientation, setting, and general environment, as required for the sign to maintain its eligibility for listing on the CRHR under California Code of Regulations, Title 14, Chapter 11.5, §4852 (d)(1). Although the new main entrance to PRFTA would be the most appropriate new location for the Camp Parks entrance sign, Option 3 is considered the least desirable of the three options because of the complexity and expense involved in long-term storage of the sign until it can be re-installed in a new location. Option 1, or Option 2 if an appropriate site can be immediately identified, are the most desirable options because the sign would be relocated immediately, without the need for a prolonged storage period. Previously Undiscovered Archaeological Resources Although the likelihood of encountering intact cultural resources is considered low, there is the possibility that buried archaeological resources may be located during construction activities. Project area preparation, grading, and construction activities could adversely impact previously undiscovered archeological resources. Implementation of the following mitigation measure would reduce potential impacts to undiscovered archeological resources to a less-than-significant level under CEQA. Mitigation Measure CULT-2: If prehistoric or historic cultural resources are encountered during project activities, all work within 25 feet of the discovery will be stopped and a qualified D - 18 Mr. John Cook April 18, 2012 Page 19 William Self Associates, Inc. archeologist meeting federal criteria under 36 CFR 61 will be contacted to assess the resources and make recommendations. While prehistoric or historic cultural resources should be avoided by project activities, if the resources cannot be avoided, they will be evaluated for their potential historic significance in consultation with the City of Dublin. If the resources are recommended to be non-significant, avoidance is not necessary. If the resources are recommended as potentially significant or eligible to the CRHR, they will be avoided. If avoidance is not feasible, project impacts will be mitigated in accordance with the recommendations of the evaluating archaeologist and CEQA Guidelines §15126.4 (b)(3)(C), which require development and implementation of a data recovery plan that would include recommendations for the treatment of the discovered archaeological materials. The data recovery plan will be submitted to the City of Dublin for review and approval. Upon approval and completion of the data recovery program, project construction activity within the area of the find may resume, and the archaeologist will prepare a report documenting the methods and findings. The report will be submitted to the City of Dublin. Once the report is reviewed and approved by the City of Dublin, a copy of the report will be submitted to the NWIC. Previously Undiscovered Human Remains Ground disturbing activities associated with site preparation, grading, and construction activities could disturb human remains, including those interred outside of formal cemeteries. The potential to uncover Native American human remains exists in locations throughout California. Although not anticipated, human remains may be identified during project area preparation and grading activities, resulting in a significant impact to Native American cultural resources. Implementation of the following mitigation measure would reduce potential adverse impacts to human remains to a less- than-significant level under CEQA. Mitigation Measure CULT-3: Section 7050.5(b) of the California Health and Safety code will be implemented in the event that human remains, or possible human remains, are located during project-related construction excavation. Section 7050.5(b) states: In the event of discovery or recognition of any human remains in any location other than a dedicated cemetery, there shall be no further excavation or disturbance of the site or any nearby area reasonably suspected to overlie adjacent remains until the coroner of the county in which the human remains are discovered has determined, in accordance with Chapter 10 (commencing with Section 27460) of Part 3 of Division 2 of Title 3 of the Government Code, that the remains are not subject to the provisions of Section 27492 of the Government Code or any other related provisions of law concerning investigation of the circumstances, manner and cause of death, and the recommendations concerning treatment and disposition of the human remains have been made to the person responsible for the excavation, or to his or her D - 19 Mr. John Cook April 18, 2012 Page 20 William Self Associates, Inc. authorized representative, in the manner provided in Section 5097.98 of the Public Resources Code. The County Coroner, upon recognizing the remains as being of Native American origin, is responsible to contact the NAHC within 24 hours. The Commission has various powers and duties, including the appointment of a Most Likely Descendant (MLD) to the project. The MLD, or in lieu of the MLD, the NAHC, has the responsibility to provide guidance as to the ultimate disposition of any Native American remains. Thank you for the opportunity to provide our services to you on behalf of the project. Please don't hesitate to give me a call if we can be of further assistance or answer any questions you may have on the work. Best regards, WILLIAM SELF ASSOCIATES, INC. James M. Allan, Ph.D., RPA Principal D - 20 Mr. John Cook April 18, 2012 Page 21 William Self Associates, Inc. References Baker, Joseph E. 1914 Past and Present of Alameda County. S.J. Clarke Publishing Company, Chicago, IL. Beardsley, Richard K. 1948 Cultural Sequences in Central California Archaeology. American Antiquity 4(1):1–29. 1954 Temporal and Areal Relationships in Central California Archaeology. Reports of the University of California Archaeological Survey 24 and 25. Bennett, Virginia Smith 1978 Dublin Reflections; and Bits of Valley History. Dublin Historic Preservation Association. Dublin, CA. Updated and reprinted in 1991. Bennyhoff, James A., and David A. Fredrickson 1994 A Proposed Integrative Taxonomic System for Central California Archaeology. In Toward a New Taxonomic Framework for Central California Archaeology, Richard E. Hughes, editor, pp. 15-24. University of California Archaeological Research Facility Contributions No. 51. Berkeley, CA. Bennyhoff, James A., and R. E. Hughes 1987 Shell Bead Ornament Exchange Networks Between California and the Western Great Basin. Anthropological Papers of the American Museum of Natural History 64 (2):79–175. American Museum of Natural History, Washington, DC. Bocek, Barbara Rose 1986 Hunter-Gatherer Ecology and Settlement Mobility Along San Francisquito Creek. Doctoral dissertation, Department of Anthropology, Stanford University, Stanford, CA. Braznell, William 1982 California's Finest - The History of the Del Monte Corporation. Del Monte Corporation, San Francisco, CA. Brown, Lauren, editor 1985 The Audubon Society Nature Guides. Grasslands. Alfred A. Knopf, New York, NY. California State Military Museum n.d. Historic California Posts: Parks Reserve Forces Training Area. Accessed March 22, 2012: http://www.militarymuseum.org/CpParks.html. D - 21 Mr. John Cook April 18, 2012 Page 22 William Self Associates, Inc. Cambra, R., A. Leventhal, L. Jones, L. Field, and N. Sanchez 1996 Archaeological Investigations at Kaphan Umux (Three Wolves) site, CA-SCL-732: A Middle Period Prehistoric Cemetery on Coyote Creek in Southern San Jose, Santa Clara County, California. Report on file at Caltrans District 4 Offices, Oakland, CA. Farrell, Patricia R. and Roger H. Werner 1990 Cultural Resources Survey of a Proposed Dougherty Road Widening in Dublin, Alameda County, California. On file with the Northwest Information Center, Sonoma State University, Rohnert Park, CA, S-012132. Flynn, K. and B. Flynn 1981 Site Record for CA-ALA-462. On file at the Northwest Information Center, Sonoma State University, Rohnert Park, CA. Fredrickson, David A. 1973 Early Cultures of the North Coast Ranges, California. Doctoral dissertation, Department of Anthropology, University of California, Davis. Freudenheim, Richard 1977 National Register of Historic Places Inventory Nomination Form: Dublin Village Historic Settlement (CA-ALA-512). On file at the Northwest Information Center Sonoma State University, Rohnert Park, CA. Gerike, C. and B. Roop 1982 Site Record for CA-ALA-457/CA-CCO-509. On file at the Northwest Information Center, Sonoma State University, Rohnert Park, CA. Gifford, Edward W. 1947 Californian Shell Artifacts. University of California Anthropological Records 9(1):1- 114. Berkeley, CA. Haydu, Damon and Melinda Button 2001 A Cultural Resources Study of Seven Locations Within the Parks Reserve Forces Training Area), Alameda and Contra Costa Counties, California. On file with the Northwest Information Center, Sonoma State University, Rohnert Park, CA, S- 026075. Heizer, Robert F., and Franklin Fenenga 1939 Archaeological Horizons in Central California. American Anthropologist 41:378–399. D - 22 Mr. John Cook April 18, 2012 Page 23 William Self Associates, Inc. Holman, Miley Paul 2000 Mechanical Subsurface Testing for Archaeological Site ALA-462, Camp Parks, Alameda County, California (letter report). On file with the Northwest Information Center, Sonoma State University, Rohnert Park, CA, S-022964. Hughes, Richard E. 1994 Toward a New Taxonomic Framework for Central California Archaeology. Essays by James A. Bennyhoff and David A. Fredrickson. Contributions of the University of California Archaeological Research Facility 15. Berkeley, CA. Jones & Stokes Associates, Inc. 1998 Parks Reserve Forces Training Area, Built Environment Inventory and Evaluation. On file with the Northwest Information Center, Sonoma State University, Rohnert Park, CA, S-26071. Kroeber, Alfred L. 1970 Handbook of the Indians of California. Third Edition. California Book Company, Berkeley, CA. Levy, Richard 1978 Costanoan. In Handbook of North American Indians, Vol. 8, California, Robert F. Heizer, editor, pp. 485-495. Smithsonian Institution, Washington D.C. Lillard, Jeremiah B., Robert F. Heizer, and Franklin Fenenga 1939 An Introduction to the Archaeology of Central California. Sacramento Junior College, Department of Anthropology Bulletin 2, Sacramento, CA. Lillard, Jeremiah B., and William K. Purves 1936 The Archaeology of the Deer Creek-Cosumnes Area, Sacramento, Co., California. Sacramento Junior College, Department of Anthropology Bulletin 1, Sacramento, CA. Milliken, Randall 1995 A Time of Little Choice: The Disintegration of Tribal Culture in the San Francisco Bay Area 1769-1810. Ballena Press, Novato, CA. Moratto, Michael J. 1984 California Archaeology. Academic Press, Orlando, FL. D - 23 Mr. John Cook April 18, 2012 Page 24 William Self Associates, Inc. National Park Service (NPS) 1990 National Register Bulletin 15: How to Apply the National Register Criteria for Evaluation. U.S. Department of the Interior, National Park Service, Washington D.C. Nelson, Nels C. 1909 Shellmounds of the San Francisco Bay Area Region. University of California Publications in American Archaeology and Ethnology 7(4):310-356. University of California, Berkeley, CA. Scott, Barry 1998 Report of Field Investigations of Previoiusly Recorded Cultural Resoruce Sites in Parks Reserve Forces Training Area (letter report). On file with the Northwest Information Center, Sonoma State University, Rohnert Park, CA, S-025041. Shoup, L.H. with Randall T. Milliken and Alan K. Brown 1995 Ingio of Rancho Posolmi: The Life and Times of A Mission Indian and His Land. Submitted to Woodward-Clyde Consultants, Oakland, CA. Thompson and West 1878 Official Historical Atlas Map of Alameda County, California. Thompson & West, Oakland, CA. 1976 Bicentennial Reprint, Valley Publishers, Fresno, CA. U.S. Geological Survey (USGS) 1961 Dublin, California, 7.5’ Topographic Quadrangle (Rev. 1980). Weeks, Kay D. and Anne E. Grimmer 1995 Secretary of the Interior's Standards for the Treatment of Historic Properties with Guidelines for Preserving, Rehabilitating, Restoring, and Reconstructing Historic Buildings. U.S. Department of the Interior, National Park Service, Washington D.C. Wiberg, Randy S. 1997 Archaeological Investigations at Site CA-ALA-42, Alameda County, California: Final Report. Coyote Press, Salinas, CA. Wiberg, Randy S., David G. Bieling, Jennifer A. Ferneau, Randall T. Milliken, James P. Quinn, Dwight Simons, and Eric Wohlgemuth 1996 Archaeological Excavations and Burial Removal at Sites CA-ALA-483, CA-ALA- 483 Extension, and CA-ALA-555, Pleasanton, Alameda County, California. Holman and Associates Archaeological Consultants, San Francisco, CA. D - 24 Appendix A Figures D - 25 D - 26 Project Vicinity Project Vicinity Map Figure 1CirclepointDougherty Road Improvements ProjectDublin, California ¯0 10 205Miles D - 27 Project Area Project Area Map Figure 2CirclepointDougherty Road Improvements ProjectDublin, California ¯0 21 Miles D - 28 Camp Parks Entrance Sign Project Location Map Figure 3CirclepointDougherty Road Improvements ProjectDublin, California ¯ 0 0.50.25 Miles Project Location D - 29 Figures 4 and 5 Circlepoint Dougherty Road Improvements Project, Dublin, CA Figure 4. Survey area along Dougherty Road, view to the south. Figure 5. Survey area along Dougherty Road, view to the north. D - 30 Figure 6 Circlepoint Dougherty Road Improvements Project, Dublin, CA Figure 6. Camp Parks entrance sign, circa late-1940s (Photo courtesy of City of Dublin). D - 31 Figure 7 Circlepoint Dougherty Road Improvements Project, Dublin, CA Figure 7. Camp Parks entrance sign, March 27, 2012. D - 32 Appendix B Native American Heritage Commission Consultation D - 33 D - 34 WSA Consultants in Archaeology and Historic Preservation February 15, 2012 Native American Heritage Commission 915 Capitol Mall, Room 364 Sacramento, CA 95814 (916) 653-4082; Fax (916) 657-5390 RE: Dougherty Road Improvement Project, Dublin, Alameda County, CA Dear Native American Heritage Commission: William Self Associates, Inc. (WSA) has been contracted to assess potential impacts to cultural resources as part of the Dougherty Road Improvement Project, in the City of Dublin, Alameda County, California. The project area is within unsectioned land in Township 2 South, Range 1 East and Township 3 South, Range 1 East as depicted on the Dublin US Geological Survey 7.5 minute topographic quadrangle (1997) (see attached map). The proposed project will improve Dougherty Road from Sierra Lane to North City Limit, including widening the roadway from four to six travel lanes for approximately 1.9 miles. We bring this project to the attention of the Native American Heritage Commission with the desire to obtain, from your office, pertinent information regarding prehistoric, historic and/or ethnographic land use and sites of Native American traditional or cultural value that might be known to exist within the project vicinity, as depicted in the Sacred Lands database or other files. We would also appreciate obtaining a list of interested Native American tribal entities or individuals for the project area. We would appreciate a response, at your earliest convenience, should you have information relative to this request. Should you have any questions, I can be reached at (925) 253-9070. Thank you again for your assistance. Sincerely, WILLIAM SELF ASSOCIATES James M. Allan, Ph.D., RPA Vice-President Attachment D - 35 SacredLandsFile&NativeAmericanContactsListRequest NATIVEAMERICANHERITAGECOMMISSION 915CapitolMall,RM364 Sacramento,CA95814 (916)653-4082 (916)657-5390 –Fax nahc@pacbell.net InformationBelowisRequiredforaSacredLandsFileSearch Project:________________________________________________________ County_________________________________________________________ USGSQuadrangle Name__________________________________________________________ Township_____Range_______Section(s)_________ Company/Firm/Agency: ______________________________________________________________ ContactPerson:________________________________________________ StreetAddress:________________________________________________ City:______________________________________Zip:_________________ Phone:__________________________________________ Fax:____________________________________________ Email:___________________________________________ ProjectDescription: Page 1 of 1ConsultationRequest 10/19/2010http://www.nahc.ca.gov/slf_request.html D - 36 D - 37 D - 38 WSA Consultants in Archaeology and Historic Preservation March 9, 2012 Ms. Jakki Kehl 720 North 2nd Street Patterson, CA 95363 RE: DOUGHERTY ROAD IMPROVEMENT PROJECT, DUBLIN, ALAMDEDA COUNTY, CA Dear Ms. Kehl: William Self Associates, Inc. (WSA) has been contracted to assess potential impacts to cultural resources as part of the Dougherty Road Improvement Project, in the City of Dublin, Alameda County, California. The project area is within unsectioned land in Township 2 South, Range 1 East and Township 3 South, Range 1 East as depicted on the Dublin US Geological Survey 7.5 minute topographic quadrangle (1997) (see attached map). The proposed project will improve Dougherty Road from Sierra Lane to North City Limit, including widening the roadway from four to six travel lanes for approximately 1.9 miles. We would appreciate receiving any comments you may have regarding cultural resources or sacred sites issues within the immediate project area. If you could provide your comments in writing to the address below, or call me, we will make sure the comments are provided to our client as part of this project. We would appreciate a response, at your earliest convenience, should you have information relative to this request. Should you have any questions, I can be reached at (925) 253-9070. Thank you again for your assistance. Sincerely, James Allan, Ph.D., RPA Principal Attachment D - 39 Dougherty Road Improvement Project Record of Native American Contacts and Comments Native American Contact Date of Notification Letter Response to Letter (Date) Date of Phone Contact Date of Follow-Up Phone Contact Comments Ms. Jakki Kehl 3/9/2012 None 3/30/2012 4/9/2012 No answer and no voicemail available. Ms. Rosemary Cambra Chairperson, Muwekma Ohlone Indian Tribe of the San Francisco Bay Area 3/9/2012 None 3/30/2012 4/9/2012 First number: No answer, left voicemail. Second number: No answer and no voicemail available. Mr. Andrew Galvan The Ohlone Indian Tribe 3/9/2012 None 3/30/2012 4/9/2012 No additional comments. Agrees with our recommendations. Ms. Katherine Erolinda Perez 3/9/2012 None 3/30/2012 4/9/2012 No answer, left voicemail. Ms. Ramona Garibay Representative, Trina Marine Ruano Family 3/9/2012 None 3/30/2012 n/a No additional comments. Agrees with our recommendations. Ms. Irene Zwierlein Chairperson, Amah/Mutsun Tribal Band 3/9/2012 None 3/30/2012 4/9/2012 First number: No answer, left voicemail; second attempt, mailbox full. Second number: No answer, left voicemail. Ms. Ann Marie Sayers Chairperson, Indian Canyon Mutsun Band of Costanoan 3/9/2012 None 3/30/2012 n/a No additional comments. Agrees with our recommendations. Ms. Jean-Marie Feyling Amah/Mutsun Tribal Band 3/9/2012 None 3/30/2012 4/9/2012 Concerned that the project area is near railroad and adjacent to military area, and therefore should be cautious of possible cultural material. D - 40 APPENDIX E GEOLOGIC EVALUATION REPORT This page intentionally left blank. Project No. 9456.000.000 March 27, 2012 John Pulliam Kimley-Horn and Associates, Inc. 555 12th Street, Suite 1230 Oakland, CA 94607 Subject: Dougherty Road Improvements Dublin, California GEOLOGIC STUDY Dear Mr. Pulliam: As requested, we have prepared this Geologic Study summarizing the geology and characterizing the geologic hazards related to the Dougherty Road widening in Dublin, California. The purpose of this study is to review published geologic maps, historical aerial photos, and available documents relating to Dougherty Road between Sierra Lane and approximately 300 feet north of Fall Creek Road, prior to construction of the proposed road widening project. REGIONAL GEOLOGY AND SEISMICITY Geologic Setting The site is located between the San Ramon Valley and the Amador Valley, within the Coast Ranges geomorphic province of California. The Coast Ranges province is typified by a system of northwest-trending, fault-bounded mountain ranges and intervening alluviated valleys. The San Ramon Valley and Amador Valley are located west and southeast of the site, respectively. The valley floor consists of alluvium derived largely from the surrounding hills, including the Dougherty Hills to the west. Bedrock in the Coast Ranges consists of igneous, metamorphic and sedimentary rocks that range in age from Jurassic to Pleistocene. The present physiography and geology of the Coast Ranges are the result of deformation and deposition along the tectonic boundary between the North American plate and the Pacific plate. Plate boundary fault movements are largely concentrated along the well-known fault zones, which in the Bay Area include the San Andreas, Hayward, and Calaveras as well as other lesser-order faults. According to published geologic mapping performed by Dibblee (1980), the proposed road widening is generally underlain by Quaternary alluvial gravel, sand and clay. A portion of the project is underlain by Pleistocene-to Pliocene-age Livermore Gravel Formation, which is a crudely bedded alluvial pebble-cobble gravel (Figure 1). E - 1 SEISMICITY An active fault trace has been mapped approximately between Willow Creek Drive and Wildwood Road by California Division of Mines and Geology (State of California Special Studies Zone map, revised 1982). Active faults are defined as having thought to have experienced Holocene surface rupture. Ron Crane (1988) maps one of the Mount Diablo blind thrust faults in the same general vicinity. Figure 2 shows the approximate location of active and potentially active faults and significant historic earthquakes mapped within the San Francisco Bay Region. The Working Group on California Earthquake Probabilities (WGEP) (2007) evaluated the 30-year probability of a M6.7 or greater earthquake occurring on the known active fault systems in the Bay Area, including the Mount Diablo thrust fault which Crane maps on a portion of the site. The WGEP calculated an overall probability of 63 percent for the Bay Area as a whole, and a probability of 1 percent for the Mount Diablo thrust fault. GEOLOGIC HAZARDS Creak Bank Stability A moderately incised cutbank, (approximately 25 feet in height) on the east side of Alamo Creek exists approximately 75 feet west of the existing Dougherty Road. The creek is located near the Dublin Public Park, just south of Willow Street. Landslides and Colluvium Deposits As shown in Figure 3, regional mapping performed by Nilsen (1980) does not show any landslides that would affect the project area. Additionally, Nilsen shows Dougherty Road traversing surficial colluvial deposits in two areas along the northern reaches of the project area. Flooding According to National Flood Insurance Program’s Flood Insurance Rate Maps (2009), the project area is determined to be outside the 0.2% annual chance floodplain. CLOSURE Our research did not identify any known geologic hazards that would preclude the proposed road widening project. The project may traverse areas of high plasticity colluvial deposits with relatively low Resistivity Values. Pavement recommendations should be provided during design for these conditions. E - 2 We are pleased to be of service to you on this project. If you have any questions concerning the contents of our report, please contact us. Sincerely, ENGEO Incorporated Craig Wright, CEG Dan Haynosch, GE Attachments: List of References Figure 1 – Regional Geologic Map Figure 2 – Regional Faulting and Seismicity Figure 3 – Regional Landslide Map E - 3 SELECTED REFERENCES Crane, R., 1988, Field Trip Guide to the Geology of San Ramon Valley and Environs, Northern California Geological Society. Dibblee, T.W., 1980, Preliminary geologic map of the Dublin quadrangle, Alameda and Contra Costa Counties, California: U.S. Geological Survey, Open-File Report OF-80-537, scale 1:24000. Nilsen, T. H., 1975, Preliminary Photointerpretation Map of Landslide and Other Surficial Deposits of the Dublin 7½' Quadrangle, Contra Costa County, California, USGS 75-277-26. CDMG, 1982, State of California Special Studies Zone, Dublin 7½-minute Quadrangle, California Division of Mines and Geology. NFIP, Flood Insurance Rate Map, Alameda County, California and Incorporated Areas, August 3, 2009, Panel 306 of 725, Map Number 06001C0306G. NFIP, Flood Insurance Rate Map, Alameda County, California and Incorporated Areas, August 3, 2009, Panel 308 of 725, Map Number 06001C0308G. E - 4 ':2.#0#6+10 (''6 /'6'45 #..78+#.)4#8'.5 .+8'4/14')4#8'. 14+0&#(14/#6+10 4')+10#.)'1.1)+%/#2 &17)*'46;41#&+/2418'/'065 &7$.+0%#.+(140+# #55*190 Qa QTlg Tor 5;0%.+0'#06+%.+0' &1906*41905+&'4'.#6+8'.; 726*41905+&' (#7.6Ä*'&9*'4'+0('44'&&166'&9*'4'%10%'#.'&37'4+'&9*'4'':+56'0%'+5&17$6(7. $'&41%-%106#%6Ä*'&9*'4')4#+10#.14#2241:+/#6'.;.1%#6'& &17$.'#44195+0&+%#6'564+-'Ä5.+2/18'/'06 18'46740'&+0%.+0'&8'46+%#. 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INITIAL SITE ASSESSMENT DOUGHERTY ROAD IMPROVEMENT PROJECT DUBLIN, ALAMEDA COUNTY, CALIFORNIA PREPARED FOR: KIMLEY-HORN AND ASSOCIATES, INC. 6130 STONERIDGE MALL ROAD, SUITE 370 PLEASANTON, CALIFORNIA PREPARED BY: GEOCON CONSULTANTS, INC. 6671 BRISA STREET LIVERMORE, CALIFORNIA GEOCON PROJECT No. E8623-06-01 MARCH 2012 F - 1 Project No. E8623-06-01 March 22, 2012 John Pulliam Kimley-Horn & Associates, Inc. 6130 Stoneridge Mall Road, Suite 370 Pleasanton, California 94588 Subject: INITIAL SITE ASSESSMENT DOUGHERTY ROAD IMPROVEMENT PROJECT DUBLIN, ALAMEDA COUNTY, CALIFORNIA Dear Mr. Pulliam: We have performed an Initial Site Assessment (ISA) of the proposed Dougherty Road Improvement Project (the Site) located in Dublin, Alameda County, California. The accompanying report presents the details of the ISA conducted at your request as part of the Dougherty Road Improvement Project on behalf of the City of Dublin. The report summarizes our findings relative to potential contaminated properties identified within the project boundaries that may impact right-of-way acquisition, potential temporary construction easements, and construction of the proposed improvement project. Please contact us should you have any questions concerning the contents of this ISA or if we may be of further service. Sincerely, GEOCON CONSULTANTS, INC. Chris Giuntoli, REA John E. Juhrend, PE, CEG Project Manager Principal (1) Addressee F - 2 TABLE OF CONTENTS INITIAL SITE ASSESSMENT Page EXECUTIVE SUMMARY ..................................................................................................................... i 1.0 INTRODUCTION ..................................................................................................................... 1 1.1 Purpose and Scope of Services ..................................................................................... 1 1.2 Report Limitations ........................................................................................................ 2 2.0 PHYSICAL SETTING .............................................................................................................. 2 2.1 Existing Conditions and Improvements ....................................................................... 2 2.2 Proposed Improvements ............................................................................................... 3 2.3 Review of USGS Topographic Map ............................................................................ 3 2.4 Soil and Geologic Conditions ...................................................................................... 4 2.5 Regional Groundwater Occurrence .............................................................................. 4 3.0 SITE RECONNAISSANCE ...................................................................................................... 4 3.1 Existing Improvements ................................................................................................. 5 3.2 Adjacent Property Conditions ...................................................................................... 5 4.0 SITE HISTORY ........................................................................................................................ 6 4.1 Aerial Photographs ....................................................................................................... 6 4.2 USGS Topographic Maps ............................................................................................ 7 4.3 City Directories ............................................................................................................ 8 4.4 California Department of Conservation – Division of Oil, Gas, and Geothermal Resources ..................................................................................................................... 9 4.5 Alameda County Zone 7 Water Agency ...................................................................... 9 4.6 Interviews ..................................................................................................................... 9 4.6.1 City of Dublin .................................................................................................. 9 4.6.2 Kinder Morgan Energy .................................................................................... 9 5.0 REGULATORY AGENCY RECORDS ................................................................................. 10 5.1 Database Review ........................................................................................................ 10 5.1.1 Site ................................................................................................................. 10 5.1.2 Adjacent and Surrounding Properties ........................................................... 10 5.2 Regulatory Case Document Review ........................................................................... 12 5.3 Orphan Properties ....................................................................................................... 15 6.0 CONCLUSIONS AND RECOMMENDATIONS .................................................................. 16 7.0 REFERENCES ........................................................................................................................ 18 FIGURES 1. Vicinity Map 2a and 2b. Site Plans PHOTOGRAPHS (1 through 26) APPENDICES A. Dougherty Road Project Exhibit B. EDR Aerial Photo Decade Package C. EDR Historical Topographic Map Report D. EDR City Directory Search E. EDR Executive Summary, Orphan Summary and Overview Map (Complete EDR Corridor Report - CD Pocket) F - 3 ACRONYMS AND ABBREVIATIONS ACDEH ADL APN ASTM BTEX Caltrans CD CEG CHMIRS CPRFTA CSWRCB DOD DOGGR DTSC EDR FINDS FUDS I ISA LUST Map ID No. MTBE PE RCRA REA REC ROW SFBRWQCB SLIC SPRR SQG TPHd TPHg USDA USGS UST Alameda County Department of Environmental Health aerially deposited lead assessor parcel number American Society for Testing and Materials benzene, toluene, ethylbenzene, and xylenes California Department of Transportation compact disc Certified Engineering Geologist California Hazardous Materials Incident Report System Camp Parks Reserve Forces Training Area California State Water Resources Control Board Department of Defense Division of Oil, Gas, and Geothermal Resources Department of Toxic Substances Control Environmental Data Resources Facility Index System Formerly Used Defense Sites Interstate Initial Site Assessment leaking underground storage tank map identification number methyl tert-butyl ether Professional Engineer Resource Conservation and Recovery Act Registered Environmental Assessor recognized environmental condition right-of-way San Francisco Bay Regional Water Quality Control Board Spills, Leaks, Investigations, and Cleanups Southern Pacific Railroad Small Quantity Generator total petroleum hydrocarbons as diesel total petroleum hydrocarbons as gasoline United States Department of Agriculture United States Geological Survey underground storage tank F - 4 EXECUTIVE SUMMARY Geocon Consultants, Inc. performed an Initial Site Assessment (ISA) of the proposed Dougherty Road Improvement Project. The project consists of improvements to an approximate 1.9-mile segment of Dougherty Road (the Site) in Dublin, Alameda County, California. The ISA was performed as part of the Dougherty Road Improvement Project and conducted for Kimley-Horn & Associates, Inc. on behalf of the City of Dublin to determine the presence of potential contaminated properties within the project boundaries that may impact right-of-way (ROW) acquisition, potential temporary construction easements, and construction of the proposed improvements. The ISA included a site reconnaissance and review of historical topographic maps, aerial photographs, regulatory databases, facility-related documents, and other site-related record sources. The results of the ISA indicate the following: • Aerially deposited lead and petroleum hydrocarbons from historical automotive emissions and traffic may have impacted shallow soils along the unpaved east road shoulder of Dougherty Road, including unpaved land at the 6289/6309 Dougherty Road property. A preliminary site investigation at the Site consisting of soil sampling for lead and petroleum hydrocarbon should be conducted to evaluate potential environmental impairments, and soil material management and possible disposal requirements. • A segment of Southern Pacific Railroad (SPRR) tracks crossed the Site at the current Dougherty Road/Scarlett Drive intersection prior to approximately 1982. Based on review of historical sources, no railroad sidings, maintenance areas or switching yards were identified at the Site. Potential accidental releases or activities associated with the historical operation of the SPRR (e.g., railroad ballast and herbicide weed control) may have impacted the Site. A preliminary site investigation at the location of the former SPRR crossing at the Site consisting of soil sampling for petroleum hydrocarbons, metals, herbicides, and polycyclic aromatic hydrocarbons should be conducted to evaluate potential environmental impairments, and soil material management and possible disposal requirements. • A Kinder Morgan Energy petroleum pipeline crosses the southern portion of the Site at the Dougherty Road/Scarlett Drive intersection. Potential petroleum hydrocarbon releases to soil from operation of the petroleum pipeline may have impacted the Site. Soil sampling for petroleum hydrocarbons and metals at the petroleum pipeline crossing within the project limits should be conducted to evaluate potential environmental impairments, responsible party liability, and soil material management and disposal requirements, if required. Kinder Morgan Energy should be notified in advance of any planned excavation at or near the petroleum pipeline. The Dougherty Road Improvement Project is generally located within existing City of Dublin ROW. The City of Dublin will acquire private property consisting of approximately 0.25-acre of vacant land and asphalt-paved parking lot located at 6289/6309 Dougherty Road (Alameda County Assessor Parcel Number 941-550-7-1) in the southern portion of the Site. Based on the project limits and proposed construction activities, with the exception of the Kinder Morgan Energy petroleum pipeline crossing, environmental impacts at the identified and potentially F - 5 contaminated surrounding properties in the project vicinity represent a low risk to the design and construction of the planned Dougherty Road Improvement Project. F - 6 INITIAL SITE ASSESSMENT 1.0 INTRODUCTION This report presents the results of an Initial Site Assessment (ISA) of the proposed Dougherty Road Improvement Project performed by Geocon Consultants, Inc. conducted for Kimley-Horn & Associates, Inc. on behalf of the City of Dublin. The project consists of improvements to an approximate 1.9-mile segment of Dougherty Road (the Site) in Dublin, Alameda County, California. The approximate site location is depicted on the Vicinity Map, Figure 1. 1.1 Purpose and Scope of Services The ISA was performed as part of the Dougherty Road Improvement Project and conducted on behalf of City of Dublin to determine the presence of potential contaminated properties in the project vicinity that may impact right-of-way (ROW) acquisition, potential temporary construction easements, and construction of the proposed improvement project. The ISA was performed in general accordance with the California Department of Transportation (Caltrans) Initial Site Assessment Guidance Document and project-specific scoping. The objective of the ISA was to determine the potential presence of “recognized environmental conditions” (RECs) as defined by the American Society for Testing and Materials (ASTM) Designation E 1527-05 Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process. Section 1.1.1 of the ASTM Standard E 1527-05 defines the term “recognized environmental conditions” as “the presence or likely presence of any hazardous substances or petroleum products on a property under conditions that indicate an existing release, a past release, or a material threat of a release of any hazardous substances or petroleum products into structures on the property or into the ground, ground water, or surface water of the property.” The term as further defined by ASTM “is not intended to include de minimis conditions that generally do not present a material risk of harm to public health or the environment.” “Historical recognized environmental conditions” are defined as an “environmental condition which in the past would have been considered a recognized environmental condition, but which may or may not be considered a recognized environmental condition currently.” The main components of this report, as specified by the Caltrans ISA Guidance and ASTM Standards, include the following: • Physical Setting: Physical setting references were reviewed and observations made to obtain information concerning the topographic, geologic, and hydrogeologic characteristics of the Site and vicinity. Such information may be indicative of the direction and/or extent that a contaminant could migrate in the event of a spill or release. • Site Reconnaissance: The objective of the site reconnaissance is to observe conditions and activities for indications of evidence of RECs. A site reconnaissance was performed by making F - 7 onsite observations at the Site and from public thoroughfares at adjacent and surrounding properties. • Site History: The purpose of consulting historical references is to develop a history of the previous uses of the Site and surrounding area in order to identify if past uses have led to RECs in connection with the Site. Historical sources reviewed included environmental reports, aerial photographs, topographic maps, and historical city directories. • Records Review: The objective of the records review is to obtain and review records that will help identify RECs at or potentially affecting the Site. We reviewed publicly available federal, state, and local regulatory agency records for facilities located near the Site. 1.2 Report Limitations This ISA report has been prepared exclusively for Kimley-Horn & Associates (the Client) on behalf of the City of Dublin. The information obtained is only relevant for the dates of the records reviewed or as of the date of the latest site visit. Therefore, the information contained herein is only valid as of the date of the report and will require an update to reflect recent records and site observations. This report is not a comprehensive site characterization and should not be construed as such. The findings and conclusions presented in this report are predicated on the site reconnaissance, a review of the historical usage of the Site, and a review of the specified regulatory records as presented in this report. It should be noted that wetlands delineation, asbestos and lead-containing paint structure surveys, lead in drinking water, radon, methane gas, and mold surveys were not included in the scope of services for this report. Therefore, the report should only be deemed conclusive with respect to the information obtained. No guarantee or warranty of the results of the ISA is implied within the intent of this report or any subsequent reports, correspondence or consultation, either express or implied. We strived to conduct the services summarized herein in accordance with the local standard of care in the geographic region at the time the services were rendered. 2.0 PHYSICAL SETTING This section provides a brief description of the physical setting of the Site and surrounding vicinity including topography, geologic and hydrogeologic conditions. Observations of onsite conditions are described in Section 3.0. 2.1 Existing Conditions and Improvements The project location is situated within a mixed residential and commercial area of Alameda County and consists of Dougherty Road and adjoining City of Dublin ROW along the east road shoulder beginning at the Sierra Lane intersection at the south and extending north approximately 1.9 miles to just north of the Dublin/San Ramon border. Approximately 0.25-acre of vacant land and asphalt-paved parking lot located at the 6289/6309 Dougherty Road (Alameda County Assessor Parcel Number F - 8 [APN] 941-550-7-1) property adjacent to the east side of Dougherty Road at the southern portion of the Site is proposed for acquisition as part of the improvement project. Other existing improvements at the Site include a Kinder Morgan Energy petroleum pipeline crossing the southern portion of the Site at the Dougherty Road/Scarlett Drive intersection, and a paved pedestrian/bicycle path and underground utilities along the east shoulder of Dougherty Road. Surrounding properties consist of a mix of residential use and undeveloped land to the north, the Camp Parks Reserve Forces Training Area (CPRFTA) and commercial use to the east, a mix of residential and commercial use to the west, and commercial use to the south. Site Plans depicting existing site improvements and adjacent development are presented as Figures 2a and 2b. 2.2 Proposed Improvements The City of Dublin proposes multi-modal improvements, including road widening, new and improved bicycle and pedestrian facilities, and new bus stops and bus lanes for addressing traffic congestion and local multi-modal circulation issues. The improvement project includes widening of an approximate 1.9-mile segment of Dougherty Road, from the median to east of the existing roadway, to provide the following: • A six-lane divided roadway from Sierra Lane to the north city limits and Class II bicycle lanes along the north- and southbound directions; • Construction of raised-landscaped median islands, and include left-turn lane pockets at the road intersections; • Installation of a new signal at the Dougherty Road/South Mariposa Drive intersection, and modification of existing signals at the Dougherty Road/Amador Valley Boulevard and Dougherty Road/Willow Creek Drive intersections; • Upgrading street lighting; and • Enhancing the pedestrian/bicycle path that exists along the east side of Dougherty Road. With the exception of the existing roadway section located across from the Sherwin Williams paint store and adjacent auto repair business (6309 and 6289 Dougherty Road, respectively; APN 941-550-7-1), the City of Dublin has already accomplished roadway widening between Sierra Lane and Scarlett Drive. Copies of the Dougherty Road Project Exhibit provided by the Client are presented in Appendix A. 2.3 Review of USGS Topographic Map Review of the 1980 United States Geologic Survey (USGS) topographic map for the Dublin, California 7.5-Minute quadrangle indicates that elevations at the Site range from approximately 330 feet (southern portion) to 400 feet (northern portion) above mean sea level. The Site generally slopes to the southwest and is depicted as the paved Dougherty Road within a developed area of Dublin. The Camp Parks military reserve facility is depicted adjacent east of the Site. Komandorski Village (military housing) is depicted west of the central portion of the Site. Commercial development F - 9 surrounds Dougherty Road at the southern portion of the Site. A segment of Southern Pacific Railroad (SPRR) crosses Dougherty Road at the southern portion of the Site. Interstate (I) 580 (I-580) and 680 (I-680) are depicted further south and west of the Site, respectively. 2.4 Soil and Geologic Conditions The Site is located in the Coast Ranges Geomorphic Province of California, east of the San Francisco Bay Area. The region is bounded by the Diablo Range to the west, the San Ramon Valley to the north, Livermore Valley to the east, and Amador Valley to the south. Information regarding subsurface conditions in the vicinity of the Site was gathered from a report reviewed at the City of Dublin Planning Department titled, Geotechnical Investigation, Arroyo Vista, Dublin, California, dated May 19, 2011, prepared by Stevens, Ferrone & Bailey Engineering Company, Inc. The report was prepared for the residential development currently under construction adjacent and west of the central portion of the Site. Near surface soil at the property consists of stiff to very stiff silty clays and medium dense silty sands to a depth of approximately 5.5 feet, underlain by a mix of silty sand to silty clay and clay to a depth of approximately 20 feet. We reviewed the United States Department of Agriculture’s National Resources Conservation Service online Soil Survey database (http://websoilsurvey.nrcs.usda.gov/app/), which provided information regarding surface soils at the Site (USDA, 2012). The soil survey data indicate that surficial soils at the Site are characterized predominately by the Diablo Clay, which typically consist of clay and silty clay and are well drained. 2.5 Regional Groundwater Occurrence We checked the California State Water Resources Control Board (CSWRCB) GeoTracker website for groundwater information at leaking underground storage tank (LUST) facilities and properties with groundwater investigations in the site vicinity. According to information presented in an August 17, 2011 report titled, Quarterly Monitoring and Sampling Report – Third Quarter 2011, 6310 Houston Place, Dublin, California, prepared by Stratus Environmental, Inc., for a property located approximately 400 feet east of the Site, groundwater at the property is encountered at depths ranging from approximately 6 to 8 feet with a groundwater flow direction ranging from the west to south-southwest. 3.0 SITE RECONNAISSANCE We performed a reconnaissance of the Site on February 14, 2012. The purpose of the reconnaissance was to survey conditions at the Site from onsite locations and private properties from public thoroughfares to attempt to identify visual indicators of potential contaminated properties/impacts. Site Plans depicting potential contaminated properties in the site vicinity with indicated Map Identification Numbers (Map ID Nos.) are presented on Figures 2a and 2b. Photographs of the F - 10 identified potential contaminated properties taken during the site reconnaissance are also attached. Information presented hereinafter is based on observations noted during the site reconnaissance. 3.1 Existing Improvements The existing Dougherty Road is a paved four-lane undivided roadway aligned in an approximate north- south orientation from near the northern Dublin city limit to the intersection of Sierra Lane at the southern terminus (Photos 1 through 5). Approximately six drainage inlets are located on the City of Dublin ROW along the east Dougherty Road shoulder (Photo 6). Approximately 0.25-acre of vacant land and asphalt-paved parking lot located at 6289/6309 Dougherty Road is proposed for partial parcel acquisition (Photos 7 and 8). A Kinder Morgan Energy petroleum pipeline (Map ID No. 3) and Iron Horse Regional Trail (former SPRR ROW) crosses the southern portion of the Site at the Dougherty Road/Scarlett Drive intersection (Site Plan, Figure 2b, and Photo 9). Aerially deposited lead (ADL) and petroleum hydrocarbons from historical automotive emissions and traffic may have impacted shallow soils along the unpaved east road shoulder of Dougherty Road. The potential also exists for undocumented releases from the Kinder Morgan Energy petroleum pipeline to have impacted soil at the Site. Additionally, potential accidental releases or activities associated with prior SPRR construction and historical operations (e.g., ballast and herbicide weed control) may have impacted the Site. Evidence of other potential hazardous waste impacts at the Site was not observed during the site reconnaissance. 3.2 Adjacent Property Conditions At the northern portion of the Site, Dougherty Road continues north, and the CPRFTA and residential properties are adjacent to the east and west, respectively (Photos 10 through 12). Arroyo Vista, an adjacent residential development, is under construction west of the central portion of the Site (Photo 13). A Kinder Morgan Energy petroleum pipeline (Map ID No. 3) and Iron Horse Regional Trail extend northwest and southeast of the southern portion of the Site (Photo 14). At the southern portion of the Site, a mix of adjacent commercial properties and residential apartment complexes are located west and east, and Dougherty Road and commercial properties are adjacent and south (Photos 15 through 17). The east-west aligned I-580 corridor is present further south of the Site. Surrounding land consists of residential development to the north, the CPRFTA to the east, a mix of commercial properties and residential developments to the west, and commercial properties to the south. F - 11 4.0 SITE HISTORY This section summarizes the history of the Site and surrounding vicinity based on review of aerial photographs and topographic maps provided by Environmental Data Resources (EDR). 4.1 Aerial Photographs Historical aerial photographs for the years 1939, 1946, 1958, 1965, 1972, 1982, 1993, and 1998 were reviewed for indications of past land uses that had the potential to have impacted the Site through the use, storage or disposal of hazardous substances and are described below. Copies of the historical aerial photographs reviewed are presented in Appendix B. 1939 Photograph – The Site appears to be a north-south oriented rural roadway. Northwest-southeast trending railroad tracks cross the southern portion of the Site. Buildings situated adjacent to the railroad tracks are present northwest and southeast of the Site. Remaining adjacent and surrounding land appears to be a mix of undeveloped, rural residential, and agricultural use (orchards). The north-south trending Alamo Creek is present farther west of the Site. 1946 and 1958 Photographs – The Site use appears unchanged from the 1939 photograph. The CPRFTA (Map ID No. 2) is adjacent and east of the Site. A cluster of structures (Kormandorski Village [military housing]) is adjacent and west of the central portion of the Site. Remaining adjacent land appears unchanged from that shown in the 1939 photograph. 1965 Photograph - The Site use appears unchanged from the 1958 photograph. At the southern portion of the Site, three structures are present at the property proposed for partial parcel acquisition, and a commercial structure is present at the 6253 Dougherty Road property (Map ID No. 4) adjacent and east of the Site. The highway south of the Site is labeled as I-580. A multi-lane divided highway (currently I-580) is depicted farther south of the Site. Remaining adjacent land appears unchanged from that shown in the 1958 photograph. 1972 Photograph - The Site use appears unchanged from the 1965 photograph. At the southern portion of the Site, the existing commercial building located at 6289/6309 Dougherty Road is present at the property proposed for partial parcel acquisition (replacing the previous three structures at the property). A commercial building is present at the 6310 Houston Place property (Map ID No. 5). Additional commercial buildings are present adjacent and east and south, and farther west of the Site. A residential development and the I-580/Dougherty Road interchange are present farther west and south of the Site, respectively. Adjacent and surrounding land use at the northern portion of the Site appears unchanged from that shown in the 1965 photograph. F - 12 1982 Photograph – Dougherty Road appears widened through the central and southern portion of the Site. Additional adjacent apparent residential structures are present at the military housing development west of the central portion of the Site. Commercial structures are present at the former RN Stephan property at 5933 Dougherty Road (Map ID No. 6) adjacent and east of the southern portion of the Site. Buildings at the intersection of Dougherty Road and Dublin Boulevard at the Shell gas station at 5933 Dougherty Road (Map ID No. 7), Arco gas station at 6400 Dublin Boulevard (Map ID No. 8), and 76 gas station at 6401 Dublin Boulevard (Map ID No. 9) are present farther south of the Site. Commercial buildings are present at the Facility 11108-1 property at 6805 Sierra Court (Map ID No. 10) and American XTAL Technology property at 6780 Sierra Court (Map ID No. 11) farther west of the Site. Adjacent and surrounding land use at the northern portion of the Site appears unchanged from that shown in the 1972 photograph. 1993 Photograph - Dougherty Road appears widened through the northern portion of the Site. A structure is present at the adjacent 7-Eleven/Chevron gas station property at 7100 Dougherty Road (Map ID No. 1) west of the central portion of the Site. Additional residential developments are adjacent and farther west of the northern portion of the Site. Dublin Boulevard has been realigned east of the Dougherty Road/Dublin Boulevard intersection. Remaining adjacent and surrounding land use at the southern portion of the Site appears unchanged from that shown in the 1982 photograph. 1998 Photograph - The Site use appears unchanged from the 1993 photograph. Additional commercial buildings are present farther east of the southern portion of the Site. Remaining adjacent and surrounding land use appears unchanged from that shown in the 1993 photograph. 4.2 USGS Topographic Maps Historical USGS 15-Minute and 7.5-Minute series Dublin and Livermore, California, quadrangle topographic maps for the years 1906, 1947, 1953, 1961, 1968, 1973, and 1980 were reviewed for indications of past land uses that had the potential to have impacted the Site through the use, storage or disposal of hazardous substances and are described below. Copies of the USGS historical topographic maps reviewed are presented in Appendix C. 1906 Map - The Site is depicted as a north-south oriented rural roadway located in the Amador Valley. Surrounding land is depicted as a mix of undeveloped land and sparse rural residential use. An east-west trending rural roadway (currently Dublin Boulevard) is present farther south and the north-south trending Alamo Creek is present farther west of the Site. 1947 Map - The Site use remained unchanged. Northwest-southeast trending SPRR tracks cross the southern portion of the Site. Additional rural roadways and rural residential dwellings are depicted on surrounding land. F - 13 1953 and 1961 Maps - The Site use remained unchanged and the roadway is labeled as Dougherty Road. The Parks Air Force Base (Map ID No. 2) and residential dwellings are depicted adjacent and east of the Site. Kormandorski Village (military housing) is depicted adjacent and west of the central portion of the Site. Remaining adjacent land appears undeveloped. The Parks Air Force Base extends farther east of the Site. Highway 50 (currently I-580) is depicted farther south of the Site. 1968 Map – Dougherty Road has been widened at the southern portion of the Site; the northern segment of Dougherty Road remained unchanged. A structure is present at the commercial property proposed for partial parcel acquisition. The Parks Air Force Base adjacent and east of the Site is labeled as Camp Parks. A commercial building is depicted at the adjacent 6253 Dougherty Road property (Map ID No. 4) east of the southern portion of the Site. The highway south of the Site is labeled as I-580. A residential development and I-680 are depicted farther west of the Site. 1973 Map – The Site use remained unchanged. The existing commercial building located at 6289/6309 Dougherty Road is depicted at the property proposed for partial parcel acquisition (replacing the previously depicted building at the property). A commercial building is depicted at the 6310 Houston Place property (Map ID No. 5) located farther east of the southern portion of the Site. Commercial buildings are depicted at the 6401 Dublin Boulevard property (current 76 gas station, Map ID No. 9) located farther south of the southern portion of the Site. Additional buildings are depicted at the Camp Parks facility east of the Site. Commercial buildings are present on surrounding land east, west, and south of the southern portion of the Site. The I-580/Dougherty Road interchange is present farther south of the Site. 1980 Map - The Site use remained unchanged. Additional adjacent commercial buildings are depicted west of the southern portion of the Site. Additional commercial buildings are present on surrounding land south of the Site. 4.3 City Directories We reviewed city directories dated between 1974 and 2001 provided by EDR for selected addresses along Dougherty Road within the project area. A copy of the city directory report is in Appendix D. The following facilities were identified in the city directories: • Borchers Bros. (1981, 1988, 1994) and Agorra Building Supply (2001 and 1994), 5965 Dougherty Road • Dublin Car Tek (2001), 6028 Dougherty Road • Dublin Self Storage (1981, 1988, 1994, 2001), 6100 Dougherty Road • Bug Stuff (1974 and 1981), Moore Power (1988), and Sherwin Williams (1994 and 2001), 6309 Dougherty Road • Multiple commercial businesses (1981, 1988, 1994, 2001), 6398 Dougherty Road F - 14 • Park Sierra Apartments (2001), 6450 Dougherty Road 4.4 California Department of Conservation – Division of Oil, Gas, and Geothermal Resources We reviewed the California Department of Conservation – Division of Oil, Gas, and Geothermal Resources (DOGGR) website (http://www.consrv.ca.gov/dog/) for oil or gas wells within the site vicinity. Based on a review of DOGGR wildcat and field maps, oil or gas wells are not depicted on the Site or in the site vicinity. 4.5 Alameda County Zone 7 Water Agency We reviewed the results of a water well search conducted by the Alameda County Zone 7 Water Agency for potential water wells within the project limits. Based on a review of the wells search map no water wells were indicated within the project limits. 4.6 Interviews Information obtained from interviews with individuals knowledgeable of the past and current conditions at the Site is discussed below. 4.6.1 City of Dublin Ferd Del Rosario, Senior Civil Engineer with the City of Dublin, was contacted regarding site conditions and land use history of the Site. According to Mr. Del Rosario, Dougherty Road has been City of Dublin ROW since approximately 1982. Prior to that time, the roadway was part of unincorporated Alameda County ROW. Mr. Del Rosario was not aware of land use at the Site prior to its development as a roadway. Mr. Del Rosario was not aware of potential environmental concerns associated with the past operation of the SPRR or current operation of the Kinder Morgan Energy petroleum pipeline at the intersection of Dougherty Road and Scarlett Drive. Mr. Del Rosario was not aware of any prior environmental investigations conducted at the Site, or any environmental impairment or subsurface impacts from prior land use at the Site or from properties in the site vicinity. 4.6.2 Kinder Morgan Energy We conducted an interview with Jeremiah Givens, Kinder Morgan Energy Pipeline Specialist, regarding the underground petroleum pipeline that crosses the southern portion of the Site. Mr. Givens reported that the 10-inch-diameter pressurized petroleum pipeline is used to transfer refined petroleum product between Concord and San Jose, California, and that it was likely installed 40 to 50 years ago. The pipeline is used to carry a range of petroleum products including aviation fuel, automotive fuel, diesel, and other refined petroleum products. Mr. Givens stated that the petroleum pipeline is continuously monitored by Kinder Morgan Energy and that he was not aware of any leaks or breaks in the pipeline at or in the vicinity of the Site. F - 15 5.0 REGULATORY AGENCY RECORDS This section describes the review of regulatory agency database and GeoTracker records for listed facilities located in the site vicinity. 5.1 Database Review EDR performed a search of federal, state, and local databases for the Site and surrounding areas. Copies of the EDR database executive summary and overview map are presented in Appendix E. A complete electronic copy (CD) of the report entitled EDR DataMap Corridor Study, dated February 13, 2012, is also presented in Appendix E (CD pocket). 5.1.1 Site The existing segment of Dougherty Road was not listed in the referenced EDR database search report. The property occupied by a Sherwin Williams paint store located at 6309 Dougherty Road (proposed for partial parcel acquisition) was listed in the California Hazardous Materials Incident Report System (CHMIRS) and HAZNET databases. The CHMIRS database listing was for a July 11, 2010 incident involving a spill of one gallon of paint to the asphalt parking lot at the property. The HAZNET database listing was for disposal of waste including latex waste, other organic solids, and unspecified organic solvent mixtures. 5.1.2 Adjacent and Surrounding Properties Based on the database search performed by EDR, the following sections provide additional information regarding listed properties located in the site vicinity (within approximately ¼-mile upgradient, ⅛-mile crossgradient [based on reported groundwater flow directions], or adjacent to the Site). Additional information for these facilities is presented in the Regulatory Case Document Review Section (5.2) of this report. LUST, SLIC, and EnviroStor Listings Review of the EDR report indicates that the following seven facilities in the site vicinity are referenced in the LUST, Spills, Leaks, Investigations, and Cleanups (SLIC), or Department of Toxic Substances Control (DTSC) EnviroStor databases: • American Building Components, 6253 Dougherty Road (Map ID No. 4) is a closed LUST case • American City Tire Service, 6310 Houston Place (Map ID No. 5) is an open LUST case • Stephan, RN property, 5965 Dougherty Road (Map ID No. 6) is a closed LUST case • BR #11120, 6400 Dublin Boulevard (Map ID No. 8) is a closed LUST case • Union Oil SS# 6419, 6401 Dublin Boulevard (Map ID No. 9) is an open LUST case • American XTAL Technology, 6780 Sierra Court (Map ID No. 11) is a closed SLIC case • Facility 111108-01, 6805 Sierra Court (Map ID No. 10) is a closed SLIC case F - 16 The LUST property, Lew Dotty Cadillac property (5787 Scarlett) was misplotted on the EDR report map as located less than 1/8-mile east of the Site. The actual location of the 5787 Scarlett Court property was determined in the field to be greater than ½-mile southeast of the Site. Additional information for these properties is provided in Section 5.2. DOD and FUDS Listings Review of the EDR report indicates that the Camp Parks Military Reservation located east of the Site is listed in the Department of Defense (DOD) and Formerly Used Defense Sites (FUDS) databases. Additional information for this property is provided in Section 5.2. RCRA-SQG, FINDS and HAZNET Listings There are 6 facilities referenced on the Resource Conservation and Recovery Act (RCRA) - Small Quantity Generator (SQG) listing as generating between 100 and 1,000 kilograms of hazardous waste per month, 12 facilities listed in the Facility Index System (FINDS) from cross reference to other regulatory listings relating to chemical use, storage and disposal, and 21 facilities are referenced in the HAZNET listing for filing hazardous waste manifests. The following listed facilities are located in the site vicinity: • 7-Eleven #33163, 7100 Dougherty Road (Map ID No. 1) • US Army AMSA ECA 30G, Building 730, Camp Parks • Label Concepts, 6700 Sierra Lane • Electro Painters, Inc., Sierra Lane • Enzyme Systems Products, 6497 Sierra Lane • Precision Tune, 6000 Dougherty Road • Photomagic, 6000 Dougherty Road, Suite 1 • Santa Fe Pacific Pipelines LP, 6433 Dougherty Road • Ashvac, Inc., 5781 Scarlett Court • Kragen’s Auto Parts #1377, 5945 Dougherty Road • Automation and Controls Spec 1, 6509 Sierra Lane • Rynck Tire and Auto Centers, 6028 Dougherty Road • Quality Tune-up #60, 6053 Dougherty Road • American Building Components, 6253 Dougherty Road (Map ID No. 4) • Dublin Sandblasting Company, 6287 Dougherty Road • John’s European Auto Service, 6295 Dougherty Road • Waseca Kubota Tractors, 6305 Dougherty Road • Select Imaging, 6398 Dougherty Road • Jeff’s Performance Auto, 6398 Dougherty Road • American City Tire Service, 6310 Houston Place • Dublin Car Tek, 6008 Dougherty Road • Continental Property Management, 6040 Dougherty Road • Reddy Venture, Inc., DBA Kahlers, 6117 Dougherty Road F - 17 UST Listings There are four facilities referenced on the Underground Storage Tank (UST) database located in the site vicinity: • Facility 01-000-502045, 7100 Dougherty Road (Map ID No. 1) • Zzbay Counties Pitcock Petroleum, 6310 Houston Place (Map ID No. 5) • Facility 01-000-306082, 5933 Dougherty Road (Map ID No. 7) • Unocal, 6401 Dublin Boulevard (Map ID No. 9) 5.2 Regulatory Case Document Review Regulatory agency files and EDR database details were reviewed for information pertaining to potential contaminated properties located within approximately ¼-mile upgradient, ⅛-mile crossgradient (based on reported groundwater flow directions), or adjacent to the Site. Information was obtained from a review of available CSWRCB GeoTracker website (http://geotracker.waterboards.ca.gov) and DTSC EnviroStor website (http://www.envirostor.dtsc.ca.gov/public/) reports. Information obtained from these sources for potential contaminated properties in the site vicinity is summarized below. 7-Eleven, 7100 Dougherty Road (Map ID No. 1). The property is a convenience store and Chevron gas station located adjacent and west of the central portion of the Site and is listed in the EDR report in the in the UST database with no reported releases. The property was not listed as a release property in the GeoTracker database. Based on information presented in the EDR report and GeoTracker database, this property presents a low risk for impacting construction activities associated with the Dougherty Road Improvement Project. A photograph of the property is presented as Photo 18. US Army Combat Support Training Center, Southeastern Quadrant Area, Camp Parks, (Map ID No. 2). The impacted portion of the property is located approximately ½-mile east of the Site (near the intersection of Camp Parks Road and Dublin Boulevard) and is listed in the EDR report in the DOD and FUDS databases. The property has been occupied as a military installation since 1944. Experiments involving igniting large fires on the ground surface to determine the effects on constructed underground structures were carried out at the property. Additionally, one 15,000-gallon sewer UST and one 700-gallon gasoline UST were removed from the property in 1994. Soil samples collected from the UST excavation and stockpile soil reportedly did not contain total petroleum hydrocarbons as gasoline (TPHg) or benzene, toluene, ethylbenzene, and xylenes (BTEX) at concentrations above the laboratory method reporting limit. The Alameda County Department of Environmental Health (ACDEH) granted regulatory case closure in March 2001. Environmental investigations of the burn areas conducted in the early and mid-2000s identified metals, petroleum hydrocarbon, and volatile organic compound impacts to soil and groundwater at the property. Excavation of impacted soil and debris, and groundwater monitoring have subsequently been conducted. Groundwater flow direction measured at the property in 2007 was toward the south- southwest. Based on the results of remedial activities, and soil and groundwater investigations conducted at the property, the DTSC concluded that no further action was warranted at the property. Based on its location and information presented obtained from the GeoTracker and EnviroStor databases, this property presents a low risk for impacting construction activities associated with the Dougherty Road Improvement Project. F - 18 Kinder Morgan Energy petroleum pipeline, Dougherty Road at Scarlett Drive (Map ID No. 3). The petroleum pipeline crosses the southern portion of the Site in an approximate northwest-southeast alignment. The Kinder Morgan Energy petroleum pipeline is listed in the orphan summary of the EDR report (see Section 5.3) Additional information regarding the petroleum pipeline is presented in Section 4.6.2. Based on its location, this property presents a moderate risk for impacting construction activities associated with the Dougherty Road Improvement Project. A photograph of a representative portion of the Kinder Morgan Energy petroleum pipeline alignment within the project limits is presented as Photo 14. Former American Building Components, 6253 Dougherty Road (Map ID No. 4). This property is a residential apartment complex located adjacent and east of the southern portion of the Site. The property formerly supported a commercial business listed in the EDR report in the in the LUST and HAZNET databases. One 500-gallon gasoline and two diesel USTs were removed from the property in 1991. Approximately 10 cubic yards of soil impacted by petroleum hydrocarbons was overexcavated and disposed of offsite. Impacted groundwater was not identified at the property. The ACDEH subsequently granted regulatory case closure in September 2001. Based on information presented in the EDR report and GeoTracker database, this property presents a low risk for impacting construction activities associated with the Dougherty Road Improvement Project. A photograph of this property is presented as Photo 19. Former Bay Counties Petroleum, 6310 Houston Place (Map ID No. 5). This property is an automotive repair business located approximately 300 feet east of the Site and is listed in the EDR report in the LUST, UST, and HAZNET databases. In 1989, one 550-gallon waste oil, and one 8,000-gallon and two 12,000-gallon diesel USTs were removed from the property. A fifth tank (12,000-gallon diesel UST) remained in operation at the property. Soil and groundwater impacted by total petroleum hydrocarbons as diesel (TPHd) were identified following removal of the USTs. Approximately 150 cubic yards of soil impacted by petroleum hydrocarbons was overexcavated and disposed of offsite in 1990. Groundwater monitoring was conducted in the early to mid-1990s. Based on decreasing TPHd concentrations in groundwater and the extent of subsurface impacts defined to be locally in proximity to the release, the ACDEH granted regulatory case closure in March 1995. In the mid-1990s, the groundwater flow direction at the property was measured toward the south to southeast. In 2001, an environmental investigation conducted at the property during removal of the last UST identified TPHd in soil and groundwater. Additional monitoring wells were subsequently installed at the property and groundwater monitoring is currently on-going. Areas of TPHd-impacted groundwater are limited to the vicinity of the former UST. In June 2011, the groundwater the groundwater flow direction at the property was toward the west. Based on information presented in the EDR report and GeoTracker database, this property presents a low risk for impacting construction activities associated with the Dougherty Road Improvement Project. A photograph of this property is presented as Photo 20. Former RN Stephan Property, 5965 Dougherty Road (Map ID No. 6). This property is currently a building material supply business located adjacent and east of the southern portion of the Site and is listed in the EDR report in the LUST database. In 1993, one 2,000-gallon gasoline and two 10,000-gallon diesel USTs were removed from the property. Soil impacted by TPHd was overexcavated and disposed of offsite. The ACDEH granted regulatory case closure in December 1995. Based on information presented in the EDR report and the GeoTracker database, this property presents a low risk for impacting construction activities associated with the Dougherty Road Improvement Project. A photograph of this property is presented as Photo 21. F - 19 Shell Gas Station, 5933 Dougherty Road (Map ID No. 7). This property is an active gas station located approximately 350 feet west of the Site and was listed in the EDR report in the UST database with no reported releases. The property was not listed as a release property in the GeoTracker database. Based on information presented in the EDR report and GeoTracker database, this property presents a low risk for impacting construction activities associated with the Dougherty Road Improvement Project. A photograph of this property is presented as Photo 22. Arco Gas Station, 6400 Dublin Boulevard, (Map ID No. 8). This property is an active gas station located approximately 450 feet west of the Site and was listed in the EDR report in the LUST, RCRA-SQG, and FINDS databases. The property was listed in the GeoTracker database as a closed LUST case. Petroleum hydrocarbon impacts to soil and groundwater were discovered at the property during removal of four USTs in 1996. Two gasoline USTs, installed to replace the prior USTs, are currently in use at the property. Groundwater monitoring was conducted at the property in the late 1990s through 2009. The groundwater flow direction at the property has historically ranged from the southwest to southeast. Based on decreasing TPHg, BTEX, methyl tert-butyl ether (MTBE) concentrations in groundwater, the property was granted regulatory case closure by the ACDEH on October 22, 2010. Based on its location and information presented in the EDR report and the GeoTracker database, this property presents a low risk for impacting construction activities associated with the Dougherty Road Improvement Project. A photograph of this property is presented as Photo 23. 76 Gas Station, 6401 Dublin Boulevard, (Map ID No. 9). This property is an active gas station located approximately 700 feet south of the Site and was listed in the EDR report in the LUST, UST, and HAZNET databases. One 55-gallon waste oil and two 10,000-gallon gasoline USTs were removed from the property in 1993. Groundwater monitoring has been conducted at the property from the mid-1990s to the present. The extent of petroleum hydrocarbon impacts has been well defined and concentrations of TPHg and MTBE in groundwater at the property have been decreasing over time. Based on the results of third quarter 2011 groundwater monitoring, the consultant for the property has recommended that the property owner pursue regulatory case closure. The measured groundwater flow direction in September 2011 was toward the south, though historically has been predominately toward the southwest. Based on its location and information presented in the EDR report and GeoTracker database, this property presents a low risk for impacting construction activities associated with the Dougherty Road Improvement Project. A photograph of this property is presented as Photo 24. Facility 11108-1, 6805 Sierra Court (Map ID No. 10). This property is a commercial facility located approximately 650 feet west of the Site, and was listed in the EDR report in the SLIC, RCRA-SQG, FINDS, and HAZNET databases. The SLIC database listing included a case closed status. According to information presented in the GeoTracker database, the San Francisco Bay Regional Water Quality Control Board (SFBRWQCB) granted regulatory case closure on June 18, 1997. Based on its location, and information presented in the EDR report and the GeoTracker database, this property presents a low risk for impacting construction activities associated with the Dougherty Road Improvement Project. A photograph of this property is presented as Photo 25. American XTAL Technology, 6780 Sierra Court (Map ID No. 11). This property is a commercial facility located approximately 800 feet west of the Site, and was listed in the EDR report in the SLIC, RCRA-SQG, FINDS, and HAZNET databases. The SLIC database listing included a case closed status. According to information presented in the GeoTracker database, the SFBRWQCB granted regulatory case closure on December 4, 1996. Based on its location, and information presented in the EDR report and the GeoTracker database this property presents a low risk for impacting construction activities associated with the Dougherty Road Improvement Project. A photograph of this property is presented as Photo 26. F - 20 5.3 Orphan Properties The EDR Orphan Summary identifies properties that have incomplete address information and could not be specifically plotted. A total of 31 properties were listed in the Orphan Summary. The following two orphan property listings have references that indicated potential locations in the site vicinity: • Santa Fe Pacific Pipeline Partners, Dougherty Road at Amador Valley Road, Dublin, and • Kinder Morgan Iron Horse Trail, Iron Horse Trail, Dublin. The Santa Fe Pacific Pipeline property is listed in the GeoTracker database with an open/inactive status as of June 2009. The property location is indicated near Amador Valley Road approximately ½ mile west of the central portion of the Site. The Kinder Morgan Iron Horse Trail listing is for a June 2006 petroleum release incident resulting from damage to the Kinder Morgan Energy petroleum pipeline on the Iron Horse Regional Trail approximately ¾ mile west of the northern portion of the Site. The measured groundwater flow direction at the petroleum release incident location in November 2011 was toward the southwest. Based on the information provided in the EDR report and the GeoTracker database for the listed orphan properties, their locations, and the databases on which the properties are listed, no significant adverse impact to the Site is expected from these properties. F - 21 6.0 CONCLUSIONS AND RECOMMENDATIONS The Dougherty Road Improvement Project will be located predominately within existing City of Dublin ROW. Acquisition of approximately 0.25-acre of vacant land and asphalt-paved parking lot located at the 6289/6309 Dougherty Road property occupied by a Sherman Williams paint store and automotive maintenance facility (APN 941-550-7-1) at the southern portion of the Site will be required for the improvement project. Prior to final design for the proposed Dougherty Road Improvement Project, a preliminary site investigation should be performed to further evaluate potential environmental impairments within the project limits, impact on project costs, potential responsible party liability, and soil management during construction. The results of the ISA indicate the following: • ADL and petroleum hydrocarbons from historical automotive emissions and traffic may have impacted shallow soils along the unpaved east road shoulder of Dougherty Road, including unpaved land at the 6289/6309 Dougherty Road property. A preliminary site investigation at the Site consisting of soil sampling for lead and petroleum hydrocarbon should be conducted to evaluate potential environmental impairments, and soil material management and possible disposal requirements. • A segment of SPRR tracks crossed the Site at the current Dougherty Road/Scarlett Drive intersection prior to approximately 1982. Based on review of historical sources, no railroad sidings, maintenance areas or switching yards were identified at the Site. Potential accidental releases or activities associated with the historical operation of the SPRR (e.g., railroad ballast and herbicide weed control) may have impacted the Site. A preliminary site investigation at the location of the former SPRR crossing at the Site consisting of soil sampling for petroleum hydrocarbons, metals, herbicides, and polycyclic aromatic hydrocarbons should be conducted to evaluate potential environmental impairments, and soil material management and possible disposal requirements. • A Kinder Morgan Energy petroleum pipeline (Map ID No. 3) crosses the southern portion of the Site at the Dougherty Road/Scarlett Drive intersection. Potential petroleum hydrocarbon releases to soil from operation of the petroleum pipeline may have impacted the Site. Soil sampling for petroleum hydrocarbons and metals at the petroleum pipeline crossing within the project limits should be conducted to evaluate potential environmental impairments, responsible party liability, and soil material management and disposal requirements, if required. Kinder Morgan Energy should be notified in advance of any planned excavation at or near the petroleum pipeline. Based on the project limits and proposed construction activities, With the exception of the Kinder Morgan Energy petroleum pipeline (Map ID No. 3), and with the exception of the Kinder Morgan Energy petroleum pipeline (Map ID No. 3), environmental impacts at the identified and potentially contaminated surrounding properties in the project vicinity represent a low risk to the design and construction of the planned Dougherty Road Improvement Project. The results of the site reconnaissance, historical and regulatory file research, and prior field investigations have not indicated the potential presence of abandoned USTs within the proposed Dougherty Road Improvement alignment. If encountered, undocumented USTs, septic systems and F - 22 domestic/agricultural/oil production wells should be properly removed or abandoned in accordance with Alameda County requirements. F - 23 7.0 REFERENCES Alameda County Zone 7 Water Agency, well search map, March 2012. American Society for Testing and Materials Designation E 1527-05 Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process, 2005. California State Water Resources Control Board, GeoTracker website, (http://geotracker.waterboards.ca.gov), various reports, 2012. California Department of Toxic Substances Control Board EnviroStor website (http://www.envirostor.dtsc.ca.gov/public/), various reports, 2012. Del Rosario, Ferd, City of Dublin Department of Public Works, interview. Department of the Army, US Army Center for Health Promotion and Preventive Medicine, Final Groundwater Sampling Report No. 38-EH-07A8b-07, Southeastern Quadrant Area, U.S. Army Combat Support Training Center, Camp Parks, Dublin, California, August 2009. Givens, Jeremiah, Kinder Morgan Energy Pipeline Specialist, interview. Stevens, Ferrone & Bailey Engineering Company, Inc., Geotechnical Investigation, Arroyo Vista, Dublin, California, May 19, 2011. Stratus Environmental, Inc., Quarterly Monitoring and Sampling Report – Third Quarter 2011, 6310 Houston Place, Dublin, California, August 17, 2011. United States Department of Agriculture’s National Resources Conservation Service online Soil Survey database (http://websoilsurvey.nrcs.usda.gov/app/), 2012. United States Geological Survey, Dublin, California 7.5-minute topographic map, 1980. F - 24 PROJECTLOCATION 0 1/2 Scale in Miles Stoneridge Dublin Dubl i n Cyn. R d . Dublin Blvd. Blvd. StoneridgeMall Dr. N Las Posi t a s Blvd. Ho p y a r d Rd . Rd . Dr. Ha c i e n d a Ha c i e n d a Ha c i e n d a Dr . Amador Valle y Blvd. F o o t h i l l Rd . Do u g h e r t y R d . D o u g h e r t y V i l l a g e S a n R a m o n R d . Pk w y . Alcosta Blvd. Al c o s t a Bl v d . Rd. Ran c h O l d Dublin Pleasanton 580 580 680 680 Dublin SportsGrounds Dougherty Hills Park Dublin SportsGrounds Dougherty Hills Park San RamonGolf Club March 2012Figure 1E8623-06-01 Dougherty Road Improvement Project Dublin,California VICINITY MAP PHONE 925.371.5900 – FAX 925.371.59156671 BRISA STREET – LIVERMORE, CA 94550 Gleason Dr. Central Pkwy. Owens Dr . Dr. Ro s e w o o d Sierra Ln. 680 580 F - 25 F - 26 F - 27 Photo 1 – Dougherty Road at the Sierra Lane intersection at the south end of the Site, looking north Photo 2 – Dougherty Road at the intersection of Scarlett Drive, looking north Photo 3 – Dougherty Road and adjacent road shoulder at the central portion of the Site, looking north PHOTOGRAPHS 1, 2, & 3 Dougherty Road Improvement Project Dublin, Alameda County, California E8623-06-01 March 2012 F - 28 Photo 4 – Dougherty Road and adjacent road shoulder north of the Amador Valley Road intersection, looking south Photo 5 – Dougherty Road and adjacent road shoulder at the northern end of the project limits, looking south Photo 6 – Typical drain inlet on the east road shoulder of Dougherty Road PHOTOGRAPHS 4, 5, & 6 Dougherty Road Improvement Project Dublin, Alameda County, California E8623-06-01 March 2012 F - 29 Photo 7 – Unpaved shoulder and paved parking lot at the 6289/6309 Dougherty Road property (proposed partial parcel acquisition) at the southern portion of the Site, looking south Photo 8 – Proposed partial parcel acquisition area at the 6289/6309 Dougherty Road property, looking northeast Photo 9 – Kinder Morgan Energy petroleum pipeline (Map ID No. 3) and former Southern Pacific Railroad crossing at the Dougherty Road/Scarlett Drive intersection; Camp Parks Reserve Forces Training Area in background PHOTOGRAPHS 7, 8, & 9 Dougherty Road Improvement Project Dublin, Alameda County, California E8623-06-01 March 2012 F - 30 Photo 10 – Adjacent Dougherty Road north of the Site Photo 11 – Adjacent Camp Parks Reserve Forces Training Area east of the northern portion of the Site Photo 12 – Typical adjacent residential development west of the northern portion of the Site PHOTOGRAPHS 10, 11, & 12 Dougherty Road Improvement Project Dublin, Alameda County, California E8623-06-01 March 2012 F - 31 Photo 13 – Adjacent Arroyo Vista residential development west of the central portion of the Site Photo 14 – Kinder Morgan Energy petroleum pipeline (Map ID No. 3) and Iron Horse Regional Trail east of the central portion of the Site Photo 15 – Adjacent multi-tenant commercial property west of the southern portion of the Site PHOTOGRAPHS 13, 14, & 15 Dougherty Road Improvement Project Dublin, Alameda County, California E8623-06-01 March 2012 F - 32 Photo 16 – Adjacent commercial and residential properties east of the southern portion of the Site Photo 17 – Dougherty Road and adjacent commercial properties south of the Site Photo 18 – 7-Eleven/Chevron gas station at 7100 Dougherty Road (Map ID No. 1) PHOTOGRAPHS 16, 17, & 18 Dougherty Road Improvement Project Dublin, Alameda County, California E8623-06-01 March 2012 F - 33 Photo 19 – Former American Building Components (current Iron Horse Trail Apartments), 6253 Dougherty Road (Map ID No. 4) Photo 20 – Former Bay Counties Petroleum (current Baccus Automotive), 6310 Houston Place (Map ID No. 5) Photo 21 – Former RN Stephan property (current L. H. Voss Materials, Inc.), 5965 Dougherty Road (Map ID No. 6) PHOTOGRAPHS 19, 20, & 21 Dougherty Road Improvement Project Dublin, Alameda County, California E8623-06-01 March 2012 F - 34 Photo 22 – Shell gas station, 5933 Dougherty Road (Map ID No. 7) Photo 23 – Arco gas station, 6401 Dublin Boulevard (Map ID No. 8) Photo 24 – 76 gas station, 6400 Dublin Boulevard (Map ID No. 9) PHOTOGRAPHS 22, 23, & 24 Dougherty Road Improvement Project Dublin, Alameda County, California E8623-06-01 March 2012 F - 35 Photo 25 – Facility 11108-1, 6805 Sierra Court (Map ID No. 10) Photo 26 – American XTAL Technology, 6780 Sierra Court (Map ID No. 11) PHOTOGRAPHS 25 & 26 Dougherty Road Improvement Project Dublin, Alameda County, California E8623-06-01 March 2012 F - 36 APPENDIX G WATER QUALITY REPORT This page intentionally left blank. June 2012 Dougherty Road Widening Project City of Dublin, Alameda County, California Draft Water Quality Study Report Prepared for: Prepared by: G - 1 June 2012 Dougherty Road Widening Project City of Dublin, Alameda County, California Draft Water Quality Study Report Submitted to: City of Dublin This report has been prepared by or under the supervision of the following Registered Engineer. The Registered Civil Engineer attests to the technical information contained herein and has judged the qualifications of any technical specialists providing engineering data upon which recommendations, conclusions, and decisions are based. ________________________________________ Analette Ochoa, P.E. Registered Civil Engineer ________________________________________ Date G - 2 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 i Table of Contents Acronyms ....................................................................................................................................... iii 1 General Description .........................................................................................................1 1.1 Project Description...........................................................................................................1 2 Regulatory Section ...........................................................................................................5 2.1 Federal Requirements ......................................................................................................5 2.1.1 Clean Water Act .............................................................................................................5 2.2 State Requirements ..........................................................................................................6 2.2.1 Porter Cologne Water Quality Act .................................................................................6 2.2.2 Construction General NPDES Permit .............................................................................7 2.3 Regional and Local Requirements ...................................................................................7 3 Affected Environment/Existing Conditions .....................................................................9 3.1 Study Area .......................................................................................................................9 3.2 Study Methods and Procedures ........................................................................................9 3.3 General Water Resources Setting ....................................................................................9 3.3.1 Topography .....................................................................................................................9 3.3.2 Soils and Geology ...........................................................................................................9 3.3.3 Erosion Potential ...........................................................................................................10 3.3.4 Climate and Precipitation .............................................................................................10 3.3.5 Hydrology .....................................................................................................................10 3.3.6 Population and Land Use ..............................................................................................10 3.4 Existing Surface Water Resources Environment ...........................................................11 3.4.1 Surface Streams ............................................................................................................11 3.4.2 Beneficial Uses of Receiving Water Bodies .................................................................11 3.4.3 Water Quality Objectives .............................................................................................12 3.4.4 Possible Pollutants Affecting Water Quality ................................................................12 3.4.5 Flooding Sources ..........................................................................................................12 3.5 Existing Ground Water Resources Environment ...........................................................13 3.5.1 Local Area Springs and/or Wells ..................................................................................13 3.5.2 Groundwater Objectives ...............................................................................................13 4 Environmental Consequences and Project Impacts .......................................................14 4.1 Temporary Impacts to Stormwater ................................................................................14 4.2 Temporary Impacts to Groundwater ..............................................................................14 4.3 Temporary Impacts to Water Resources ........................................................................14 4.4 Permanent Impacts to Stormwater .................................................................................14 4.5 Permanent Impacts to Groundwater...............................................................................15 4.6 Permanent Impacts to Water Resources ........................................................................15 5 Avoidance, Minimization, and/or Mitigation Measures ................................................16 5.1 Avoidance and or Minimization Measures for Stormwater ...........................................16 5.1.1 Construction General Permit ........................................................................................16 5.1.2 List of Proposed Temporary Construction Site Best Management Practices ...............17 5.1.3 Permanent Stormwater Treatment BMPs .....................................................................18 5.1.4 Project Operation and Maintenance .............................................................................18 5.2 Avoidance and or Minimization Measures for Groundwater ........................................18 6 Water Quality Assessment of Checklists .......................................................................19 G - 3 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 ii 7 References ......................................................................................................................21 Figures Figure 1. Location Map.................................................................................................................. 2 Figure 2. Vicinity Map ................................................................................................................... 3 Figure 3. Aerial Map ...................................................................................................................... 4 Tables Table 1. 1998-2012 Monthly Climate Summary: Livermore Municipal AP (No. 044995) ........ 10 Table 2. Beneficial Uses for Project Water Bodies ..................................................................... 11 Table 3. Temporary BMPs ........................................................................................................... 17 Appendices Appendix A Water Quality Objectives · Appendix A.1 Objectives for Surface Waters · Appendix A.2 Objectives for Groundwater Appendix B Descriptions of Beneficial Uses Appendix C NRCS Web Soil Survey Information · Appendix C.1 Hydrologic Soil Group · Appendix C.2 Erosion Factor (K) Appendix D Alameda Clean Water Program Hydromodification Map G - 4 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 iii Acronyms City City of Dublin BMP Best Management Practice CGP Construction General Permit CWA Clean Water Act EPA Environmental Protection Agency FEMA Federal Emergency Management Agency MRP Municipal regional Permit MS4 Municipal Separate Storm Sewer System NAL Numeric Action Level NPDES National Pollutant Discharge Elimination System NRCS Natural Resources Conservation Service RWQCB Regional Water Quality Control Board SWPPP Storm Water Pollution Prevention Plan SWRCB State Water Resources Control Board TMDL Total Maximum Daily Load G - 5 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 1 1 GENERAL DESCRIPTION 1.1 Project Description The City of Dublin in Alameda County proposes multi-modal improvements to Dougherty Road, including new and improved bicycle and pedestrian facilities, new bus stops and bus pull-outs, and roadway widening. These improvements will address traffic congestion and multi-modal circulation issues for commuters traveling Dougherty Road, including improved access to the Dublin/Pleasanton BART station. The Dougherty Road Improvements Project (Project) will improve pedestrian and bicycle facilities along a 1.9 mile long section of Dougherty Road, from the intersection of Sierra Lane and Dougherty Road, north to the city limit line (with roadway and median conforms extending approximately 800-feet into the City of San Ramon). Improvements will include adding Class 2 bicycle lanes on both directions of travel, and reconstructing or resurfacing the existing 8’-wide bicycle and pedestrian path on the east side of the roadway. The Project will also widen the roadway from a four-lane facility into a six-lane divided roadway, with a raised landscaped median in the middle of roadway, including left-turn pockets. Traffic signals within the Project area will be modified to match the new roadway geometry, including signals at Sierra Lane, Scarlet Drive, South Mariposa Drive, Amador Valley Blvd, and Willow Creek Drive. (The South Mariposa Drive signal is planned to be installed prior to this project by KB Home to mitigate the traffic impacts of the Emerald Vista development.) Right-of-way acquisition from a commercial property is necessary to construct the project. The Project location is shown in Figure 1 to Figure 3. G - 6 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 2 Figure 1. Location Map Source: United States Geological Survey (USGS) Project Location G - 7 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 3 Figure 2. Vicinity Map Source: United States Geological Survey (USGS) Project Limits Alamo Creek Alamo Canal Chabot Canal Unnamed Canal G - 8 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 4 Figure 3. Aerial Map Source: United States Geological Survey (USGS) Alamo Canal Alamo Creek Project Limits City Limit Chabot Canal Sierra Lane Unnamed Canal South San Ramon Creek Project Limit Waterways G - 9 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 5 2 REGULATORY SECTION This section summarizes the regulatory context in which issues associated with water quality are mandated at the federal, state, and local levels. 2.1 Federal Requirements The primary regulation at the federal level for the quality of surface and ground water is the Clean Water Act (CWA). Details are summarized in the sections below. 2.1.1 Clean Water Act In 1972, the U.S. government passed the Federal Water Pollution Control Act, which later came to be known as the CWA. This legislation, issued by the U.S. Environmental Protection Agency (EPA), established the contemporary legal foundation and structure for regulating water quality throughout the U.S. The objective of the CWA is “to restore and maintain the chemical, physical, and biological integrity of the Nation’s waters.” The list below summarizes some the sections that apply to this Project: · Sections 303 and 304 provide for water quality standards, criteria, and guidelines for all surface Waters of the U.S. · Section 402 established the National Pollutant Discharge Elimination System (NPDES), a permitting system for the discharge of any pollutant (except for dredge or fill material) into Waters of the U.S. The State Water Resources Control Board (SWRCB) and the Regional Water Quality Control Boards (RWQCB) administer this permitting program in the State of California; later sections will discuss the NPDES in detail. 2.1.1.1 National Pollutant Discharge Elimination System (NPDES) The NPDES permit was established in the CWA to regulate municipal and industrial discharges to surface waters of the U.S. The ultimate objective of the CWA is zero pollutant discharge, but it recognizes the need for a system to regulate non-zero pollutant discharges until the zero pollutant objective is feasible. Section 402 of the CWA established the NPDES for this purpose. The NPDES regulates all pollutant discharges, particularly point source discharges, to the waters of the U.S. Passage of the Water Quality Act of 1987 amended the CWA to specifically include stormwater discharges as a type of point source discharge and established the framework for regulating municipal and industrial stormwater discharges under the NPDES program. This amendment added stormwater related discharges associated with construction projects to the list of discharges that require a NPDES permit. This inclusion of stormwater related discharge is the reason construction projects are subject to the requirements of the NPDES and must satisfy the requirements of all applicable NPDES permits. Allowable concentrations and mass emissions of pollutants are only set at a regional level. These set concentrations and mass emissions of pollutants are specifically allowed either through G - 10 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 6 site-specific NPDES permits or through other regulatory mechanisms, such as Total Maximum Daily Loads (TMDLs). Non-point pollution sources are defined as sources originating over a wide area rather than from a definable point. The goal of NPDES non-point source regulations is to improve the quality of stormwater discharged to receiving waters to the “maximum extent practicable” through the use of Best Management Practices (BMPs). BMPs can include the development and implementation of various practices, including structural measures (e.g., the construction of biofiltration strips/swales, and detention basins), regulatory measures (e.g., local authority over drainage facility design), public policy measures (e.g., labeling of storm drain inlets as to the impacts of dumping on receiving waters), and educational measures (e.g., workshops informing the public of the impacts of household chemicals dumped into storm drains). CWA Federal Regulations define “municipal separate storm sewer” to mean “a conveyance or system of conveyances (including roads with drainage systems, municipal streets, catch basins, curbs, gutters, ditches, manmade channels, or storm drains): (i) owned or operated by a State, city, town, borough, county…” Pursuant to the CWA Section 402, NPDES permits are required and issued for discharges from a Municipal Separate Storm Sewer System (MS4) serving a population of 100,000 or more for Phase I, and serving a population of 10,000 or more for Phase II. Alameda County is within a Phase I area (see Section 2.3). 2.2 State Requirements Contemporary water quality regulation began in the State of California with the Dickey Act, which was passed in 1949. The Dickey Act created the Regional Water Pollution Control Boards and the State Water Pollution Control Board, which was later combined with the State Water Resources Board and became known as the SWRCB. In 1962, the State of California passed the Porter-Cologne Water Quality Act, which provides the basis for contemporary water quality regulation in the state. In the State of California, the SWRCB now administers water rights, water pollution control, and federal as well as state water quality functions throughout the state. Each of the RWQCBs is responsible for the protection of beneficial uses of water resources according to federal, state and local regulatory requirements within its jurisdiction, and each uses planning, permitting and enforcement authorities to meet these responsibilities. In particular, the SWRCB administers statewide NPDES permits, and the Regional Water Quality Control Boards (RWQCBs) administer local NPDES permits. 2.2.1 Porter Cologne Water Quality Act The Porter-Cologne Water Quality Act (January 2006) significantly expanded the mandate and authority of the SWRCB and RWQCBs to regulate water quality, including the requirement of a “Report of Waste Discharge” for any discharge of waste (liquid, solid, or otherwise) to land or surface waters that may impair a beneficial use of surface or groundwater of the state. The findings of the Porter-Cologne Water Quality Act are presented in Chapter 1, page 1 of the Act. G - 11 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 7 2.2.2 Construction General NPDES Permit In accordance with NPDES regulations to minimize the potential effects of construction runoff on receiving water quality, the State requires that any construction activity affecting one acre or more must obtain coverage under the “NPDES General Permit for Storm Water Discharges Associated with Construction and Land Disturbance Activities” (Order No. 2009-0009-DWQ, NPDES No. CAS000002), or Construction General Permit (CGP). Permit applicants are required to prepare a Storm Water Pollution Prevention Plan (SWPPP) and implement BMPs to reduce construction effects on receiving water quality. Under this permit, projects are required to complete a risk assessment by determining the combined sediment and receiving water risk. The combined risk factors result in a project risk level of 1, 2, or 3, which determines the requirements associated with construction. The sediment risk factor is determined from the product of the rainfall runoff erosivity (R) factor, the soil erodibility (K) factor, and the length-slope (LS) factor. The R factor is typically determined from the U.S. EPA “Rainfall Erosivity Factor Calculator” website, but can also be calculated using the U.S. EPA “Stormwater Phase II Final Rule Construction Rainfall Erosivity Waiver” Fact Sheet 3.1 (EPA 833-F-00-014, March 2012). The K factor is obtained either from the U.S. Department of Agriculture Natural Resources Conservation Service (NRCS) Web Soil Survey website or from a soil erodibility GIS map developed by the SWRCB. The LS factor can be calculated based on the existing project slope lengths and steepness, or obtained from a length-slope factor GIS map developed by the SWRCB. The receiving water risk is determined from whether the receiving water bodies are on the Clean Water Act 303(d) List or have a total maximum daily load (TMDL) for sediment, or if the water bodies are identified on the RWQCB Basin Plan as having the combined existing beneficial uses of fish spawning, fish migration and cold freshwater habitat. Construction requirements increase with the risk level number. Risk Level 1 projects are subject to minimum BMP implementation and visual monitoring requirements, Risk Level 2 projects are subject to Risk Level 1 requirements plus Numeric Action Levels (NALs) for pH and turbidity, and Risk Level 3 projects are subject to Risk Level 1 and 2 requirements plus bioassessment if the total project disturbed soil area is greater than 30 acres. 2.3 Regional and Local Requirements The Project is located in the City of Dublin in Alameda County. Alameda County is within the limits of the San Francisco Bay RWQCB, and is under a Phase I MS4. The segment of Alameda County is a co-permittee under the “California Regional Water Quality Control Board San Francisco Bay Region Municipal Regional Stormwater NPDES Permit” (Order R2-2009-0074, NPDES Permit No. CAS612008). This Municipal Regional Permit presents the provision for permanent post-construction stormwater requirements. Within the Project limits, the Municipal Regional Permit is administered regionally by the Alameda County Clean Water Program and locally by the City. The Alameda County Clean Water Program has developed a “C.3 Stormwater Technical Guidance” to assist developers and engineers in complying with treatment and hydromodification requirements. G - 12 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 8 The Municipal Regional Permit provides provisions and requirements for permanent stormwater treatment. Stormwater treatment measures are required to reduce the sediment and pollutant load resulting from the loss of pervious area and creation of impervious area. The permit sets impervious area thresholds for requiring projects to implement permanent stormwater treatment measures. The thresholds applicable for this Project include requiring permanent stormwater treatment measures when 10,000 square feet or more of impervious roadway area is created or replaced. If a project creates and/or replaces impervious area equal to more than 50 percent of the existing impervious area not previously requiring treatment, then the project must provide treatment for all existing and newly created impervious area. In addition to permanent stormwater treatment requirements, the Municipal Regional Permit provides provisions and requirements for hydromodification mitigation. Hydromodification is defined as the alteration of the hydrologic characteristics of coastal and non-coastal waters, which in turn could cause degradation of water resources. In the case of a stream channel, this is the process whereby a stream bank is eroded by flowing water. This typically results in the suspension of sediment in the water course. Under the permit, projects that create or replace one acre or more of impervious area are required to evaluate hydromodification impacts to downstream water bodies and implement mitigation measures where appropriate. G - 13 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 9 3 AFFECTED ENVIRONMENT/EXISTING CONDITIONS 3.1 Study Area The Project proposes improvements along Dougherty Road from Sierra Lane to the north City limit. This study examines the water resources within the Project limits and the downstream water resources that potentially can be impacted by the proposed Project improvements (see Figure 1 to Figure 3). 3.2 Study Methods and Procedures The methods and procedures considered for the development of this report are the federal, state, and local water quality laws and regulations relevant to the Project study area. These laws and regulations are the Clean Water Act, California’s Porter-Cologne Water Quality Control Act, and Alameda County regulations. As part of this Water Quality Study, the Project team reviewed the existing topographic data from the U.S. Geological Survey (USGS), erosion and climate data from the U.S. Department of Agriculture NRCS Web Soil Survey, and hydrology and surface streams information from the Flood Insurance Study from the Federal Emergency Management Agency. General information regarding channel geomorphology, existing groundwater, and biotic and aquatic groups specific to the study area were considered in order to evaluate the impacts that would result from the construction of the Project. 3.3 General Water Resources Setting 3.3.1 Topography The Initial Site Assessment (GEOCON, 2012) provides a discussion of the Project topography based on a review of USGS topographic maps. The elevations within the Project range from approximately 330 feet (southern portion) to 400 feet (northern portion) above mean sea level. The Project generally slopes to the southwest. 3.3.2 Soils and Geology The Geologic Study (ENGEO, 2012) provides a detailed summary of the soils and geology within the Project area. The site is located between the San Ramon Valley and Amador Valley, within the Coast Ranges geomorphic province of California. The valley floor consists of alluvium, which is derived largely from the surrounding hills, including the Dougherty Hills to the west of the Project site. The proposed road widening is generally underlain by Quaternary alluvial gravel, sand and clay. A portion of the Project area is underlain by Pleistocene- to Pliocene-age Livermore Gravel Formation, which is a crudely bedded alluvial pebble-cobble gravel. The NRCS Web Soil Survey identifies the soils within the Project as being within Hydrologic Soil Groups C and D, which are both identified as having low infiltration potential. G - 14 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 10 3.3.3 Erosion Potential The Geologic Study states, “regional mapping performed by Nilsen (1980) does not show any landslides that would affect the project area.” Erosion potential data was obtained from the NRCS Web Soil Survey. Erosion factor K indicates the erodibility of the fine-earth fraction of the soil. The factor is given as a percentage or fraction ranging from 0.02 to 0.69; the higher the value, the more susceptible the soil is to sheet and rill erosion by water. The K value is also a variable used to determine the Project sediment risk level in compliance with the CGP. The K factor for the soils in the Project area ranges from 0.20 to 0.32; the weighted average K factor is 0.26 (NRCS). These soils are considered to have low to moderate erosion potential. 3.3.4 Climate and Precipitation The Federal Emergency Management Agency (FEMA) Flood Insurance Study for Alameda County states that the climate within the county, “is characterized by warm, dry summers and mild wet winters.” The nearest National Oceanic and Atmospheric Administration station is located at the Livermore Municipal Airport (COOP ID 044995). Precipitation occurs mostly between the months of October and April; the average yearly rainfall is approximately 14 inches. The average monthly maximum and minimum temperatures and average monthly precipitation are shown in Table 1. Table 1. 1998-2012 Monthly Climate Summary: Livermore Municipal AP (No. 044995) Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Avg Max. Temp. (ºF) 57.0 60.2 64.9 67.8 74.8 81.7 87.2 87.2 85.2 76.2 64.6 57.6 Avg. Min. Temp. (ºF) 37.3 39.4 41.4 43.8 48.8 53.4 56.7 56.5 54.9 49.1 41.9 37.5 Avg. Precip. (in.) 2.22 2.69 1.84 1.08 0.61 0.14 0.00 0.01 0.08 0.93 1.41 2.82 Source: Western Regional Climate Center 3.3.5 Hydrology The Project is within the South Bay hydrologic unit, Alameda Creek hydrologic area, hydrologic sub-area 204.30. The Project location is within the watershed of Alamo Creek, Chabot Canal, and an unnamed canal. Downstream of the confluence with South San Ramon Creek, Alamo Creek changes its name to Alamo Canal (see Figure 3). Chabot Canal outfalls into Alamo Canal approximately 2.7 miles downstream of the Dublin Blvd crossing. The unnamed canal outfalls into Alamo Canal approximately 1.7 miles downstream of the Dublin Blvd crossing. Alamo Canal is a tributary of Alameda Creek. 3.3.6 Population and Land Use The City has an estimated 2011 population of approximately 49,249 and a projected 2016 population of 54,211 (City of Dublin, 2012). The “Dublin General Plan Land Use Map” provides a detailed schematic of the different land uses throughout the City. West of Dougherty Road, from the north City limit to the Iron Horse Regional Trail, the land use is residential; east G - 15 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 11 of Dougherty Road in this area, the land is identified as “Parks Reserve Forces Training Area.” South of the Iron Horse Regional Trail, the areas west and east of Dougherty Road are primarily classified as commercial/industrial land uses. 3.4 Existing Surface Water Resources Environment 3.4.1 Surface Streams According to the City’s existing Storm Drain Network Map, storm drain inlets along Dougherty Road between northern City limit and the intersection with Amador Valley Boulevard outfalls into Alamo Creek. Between the Dougherty Road intersection with Amador Valley Road and Iron Horse Trail, runoff from Dougherty Road outfalls into Chabot Canal at Dublin Blvd. Between the Dougherty Road intersection with Iron Horse Trail and Sierra Lane, runoff from Dougherty Road outfalls into an unnamed canal at Dublin Blvd. The draft Biological Resources Evaluation (2012) identifies a freshwater marsh located on the east side of Dougherty Road south of the intersection with Fall Creek Road. Based on the conceptual design plans, the evaluation concluded that the freshwater marsh was outside the limits of work and significant impacts to the freshwater marsh would not result from the Project. 3.4.2 Beneficial Uses of Receiving Water Bodies Protection and enhancement of beneficial uses are the primary goals of water quality planning. The San Francisco Bay RWQCB Basin Plan identifies beneficial uses for water bodies within its jurisdiction. Table 2 lists the identified beneficial uses for Alamo Creek and Alamo Canal; the remaining direct receiving water bodies for the Project do not have listed beneficial uses. Detailed descriptions of the individual beneficial uses are provided in the excerpts from Chapter 2 “Beneficial Uses” of the Basin Plan included in Appendix B of this report. Table 2. Beneficial Uses for Project Water Bodies Water Body Beneficial Uses Alamo Creek Groundwater Recharge (GWR) Cold Freshwater Habitat (COLD) (potential only) Fish Migration (MIGR) Preservation of Rare and Endangered Species (RARE) Fish Spawning (SPWN) Warm Freshwater Habitat (WARM) Wildlife Habitat (WILD) Water Contact Recreation (REC-1) Noncontact Water Recreation (REC-2) Alamo Canal GWR COLD (potential only) MIGR SPWN WARM WILD REC-1 REC-2 Source: San Francisco Bay RWQCB G - 16 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 12 3.4.3 Water Quality Objectives The San Francisco Bay RWQCB Basin Plan identifies narrative and numerical water quality objectives for the region. Excerpts from Chapter 3 “Water Quality Objectives” of the Basin Plan are included in Appendix A.1 of this report. The Basin Plan does not identify any specific water quality objectives for the Project receiving water bodies. The general water quality objectives established for surface waters within the San Francisco Bay region include bacteria, bioaccumulation, biostimulatory substances, color, dissolved oxygen, floating material, oil and grease, population and community ecology, pH, radioactivity, salinity, sediment, settleable material, suspended material, sulfide, taste and odors, temperature, toxicity, turbidity and un-ionized ammonia. 3.4.4 Possible Pollutants Affecting Water Quality None of the Project direct receiving water bodies are on the 2010 Integrated Report (Clean Water Act Section 303[d] List / 305[b] Report). The Initial Site Assessment concluded that, “environmental impacts at the identified and potentially contaminated surrounding properties in the project vicinity represent a low risk to the design and construction of the planned Dougherty Road Improvement Project.” (Geocon Consultants, 2012) In general pollutants related to vehicular traffic, such as oil, and resulting from construction activities, such as sediment and construction material, are the potential pollutants that may affect water quality from the Project. Section 4 of this report discusses the temporary and permanent environmental consequences and project impacts related to stormwater, groundwater and water resources. Section 5 of this report presents the potential avoidance, minimization and mitigation efforts to address these potential impacts to water quality. 3.4.5 Flooding Sources The FEMA Flood Insurance Rate Maps for the Project area identifies Dougherty Road and the areas immediately surrounding the roadway as Flood Zone X (unshaded). Flood Zone X (unshaded) denotes areas with minimal flood hazard and is outside of the extents of the 0.2% annual chance flood event (or referred to as a 500-year storm event). The main channel of Alamo Creek and Alamo Canal are identified as Flood Zone A, which is an area subject to inundation by the 1% annual chance flood event (or referred to as a 100-year storm event), generally determined using approximate methods. The main channel of Chabot Creek is identified as Flood Zone AE, which is an area subject to inundation by the 100-year storm event that is determined by detailed methods. The unnamed canal is identified as Flood Zone X (shaded) at the outfall of the City storm drain system. Flood Zone X (shaded) denotes areas with moderate flood hazard, usually the area between the limits of the 100-year and 500-year floodplain. It is also used to designate the 100-year floodplain with average depths of less than 1 foot or drainage areas less than 1 square mile. G - 17 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 13 3.5 Existing Ground Water Resources Environment The Project is within the San Francisco Bay Hydrologic Region. This Hydrologic Region has 11 delineated groundwater basins. The San Francisco Bay RWQCB Basin Plan identifies the Project as being within the Livermore Valley groundwater basin (Basin ID 2-10). The Initial Site Assessment (2012) researched available existing groundwater information and determined that the groundwater ranges from approximately 6 to 8 feet below existing grade with the direction of groundwater flow ranging from the west to south-southwest. 3.5.1 Local Area Springs and/or Wells The Initial Site Assessment concluded that there are no water wells within the Project limits; this determination was derived from review of data from the Alameda County Zone 7 Water Agency. There are also no known local area springs within the Project area. 3.5.2 Groundwater Objectives The San Francisco Bay RWQCB Basin Plan identifies narrative and numerical groundwater objectives for the region. Excerpts from Chapter 3 “Water Quality Objectives” of the Basin Plan are included in Appendix A.2 of this report. The Basin Plan states, “at minimum, groundwater shall not contain concentrations of bacteria, chemical constituents, radioactivity, or substances producing taste and odor.” The Livermore Valley groundwater basin is identified as having the existing groundwater beneficial uses of municipal and domestic water supply, industrial process water supply, industrial service water supply, and agricultural water supply. Groundwater basins with the beneficial use of municipal and domestic water supply, which includes this Project, are subject to further narrative and numeric groundwater objectives for bacteria, organic and inorganic constituents, radioactivity, and taste and odor; these objectives are presented in Section 3.3 of the Basin Plan, which is included in Appendix A.2 of this report. G - 18 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 14 4 ENVIRONMENTAL CONSEQUENCES AND PROJECT IMPACTS 4.1 Temporary Impacts to Stormwater During construction, the Project has the potential for temporary stormwater quality impacts caused by activities that result in soil disturbance, including disturbing existing slopes, placement of new slopes, removal of existing vegetation, and removal of existing pavement. These soil disturbance activities have the potential to cause erosion of stabilized slopes and promote transport of sediment and pollutants to receiving water bodies if BMPs are not properly implemented. Stormwater runoff from the Project directly discharges to Alamo Creek, Cabot Canal and an unnamed canal, which are all tributaries to Alamo Canal. Generally, as the disturbed soil area (DSA) increases, the potential for temporary water quality impacts also increases. 4.2 Temporary Impacts to Groundwater There are no anticipated temporary impacts to groundwater. Based on available groundwater information, the depth to groundwater is approximately 6 to 8 feet below existing grade. The proposed Project improvements do not involve substantial excavations that affect groundwater resources. There is currently no planned dewatering of groundwater proposed for this Project. 4.3 Temporary Impacts to Water Resources There are no direct temporary impacts to water resources. One identified freshwater marsh is located on the east side of Dougherty Road south of the intersection with Fall Creek Road, but this freshwater marsh has been identified as outside the limits of work. In addition, all the Project receiving water bodies are located outside the Project area and do not cross Dougherty Road. 4.4 Permanent Impacts to Stormwater Generally, roadway runoff contains the following pollutants: Total Suspended Solids, nitrate nitrogen, Total Kjeldahl Nitrogen, phosphorous, Ortho-phosphate, Copper, Lead and Zinc. The pollutants are dispersed from tree leaves, combustion products from fossil fuels, and the wearing of brake pads and tires. The proposed widening would create new impervious area and thereby increase the amount of surface that would contribute to polluted runoff. The Alameda County Clean Water Program interactive hydromodification susceptibility map identifies the Project as within an area where water bodies are susceptible to hydromodification (see Appendix D). Therefore, the newly created impervious area has the potential to increase the volume and velocity of stormwater flow to the Project receiving water bodies. The modification to these water bodies’ hydrographs could potentially result in erosion, loss of habitat, increased sediment transport and deposition or increased flooding. G - 19 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 15 4.5 Permanent Impacts to Groundwater The proposed Project widening may have localized impacts to the flow of groundwater. The increase in impervious area resulting from the proposed widening would decrease the amount of area available for infiltration of stormwater, so groundwater recharge may be slightly affected due to the Project. However, permanent impacts to groundwater are anticipated to not be significant due to the highly variable nature of existing groundwater flow paths and the insignificant area of possible impacts in comparison to the overall groundwater area. Furthermore, there are no identified water wells or local area springs within the Project limits that would be impacted by the Project. 4.6 Permanent Impacts to Water Resources There are no direct permanent impacts to water resources. As concluded in the draft Biological Resources Evaluation (Garcia and Associates, 2012), significant impact to the freshwater marsh located on the east side of Dougherty Road south of the intersection with Fall Creek Road is not expected if avoidance and minimization measures are implemented. In addition, the Project receiving water bodies are located outside the Project area, and the proposed widening would not impact the existing characteristics or these water resources. G - 20 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 16 5 AVOIDANCE, MINIMIZATION, AND/OR MITIGATION MEASURES 5.1 Avoidance and or Minimization Measures for Stormwater This Project would disturb one acre or more of soil and is thereby subject to the CGP; in addition, this Project would create more than one acre of new impervious area and must comply with the Municipal Regional Permit. Details for these design features or BMPs would be developed and incorporated into the Project design and operations prior to the start of construction. With proper implementation of these design features or BMPs, short-term construction-related water quality impacts and permanent stormwater quality impacts would be avoided or minimized. 5.1.1 Construction General Permit 5.1.1.1 Risk Level Determination In accordance with the CGP, this Project is required to perform a risk assessment and determine the Project risk level. The Project risk level is determined from the receiving water risk and sediment risk. The receiving water risk should be classified as low because none of the Project receiving water bodies is on 303(d) List as impaired for sediment, and these water bodies do not have the combined existing beneficial uses of fish spawning, fish migration and cold freshwater habitat; Alamo Canal does have the potential beneficial use of cold freshwater habitat, but potential beneficial uses are not considered in risk level determination. However, the SWRCB GIS mapping of high receiving water risk planning watersheds identifies the Project area as being within a high receiving water risk area. This discrepancy would require coordination with the City Clean Water Program representative to determine the actual receiving water risk for the Project. As stated in Section 2.2.2, the sediment risk factor is determined from the product of the R, K and LS factors. The R factor is dependent on the construction duration and project location; this factor would be determined during the design phase when the projected construction schedule would be developed. The weighted K factor for the Project was calculated to be 0.26 (see Section 3.3.3). The SWRCB GIS mapping of LS factors identifies the LS factor within the Project area as 0.69. Based on the available information at this phase, the Project would most likely be risk level 1 or 2. The factors used to determine the Project risk level would be further refined during the Project design phase, the actual Project risk level would be determined, and plans to comply with the risk level requirements would be developed. 5.1.1.2 Additional Conditions A SWPPP is required for this Project. The SWPPP will be developed by the Contractor and submitted to the City for approval prior to the start of construction. The SWPPP would document the temporary construction site BMPs to be used to comply with the CGP and state the G - 21 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 17 strategy and provide plans for BMP implementation during construction. The SWPPP also includes the development of a Construction Site Monitoring Program that presents procedures and methods related to the visual monitoring, plus sampling and analysis plans for non-visible pollutants, sediment and turbidity, and pH. Projects subject to the CGP are required to file a Notice of Intent and upload the approved SWPPP to the SWRCB’s Storm Water Multiple Application and Report Tracking System (SMARTS) website. In addition, throughout the life of construction, dischargers must electronically file to SMARTS sampling and monitoring information, annual reports, a Notice of Termination when final stabilization has been achieved, plus any other compliance documents requested by the RWQCB or SWRCB. 5.1.2 List of Proposed Temporary Construction Site Best Management Practices Potential temporary stormwater impacts can be prevented or minimized by implementing standard BMPs recommended for a particular construction activity. The suggested minimum temporary construction site BMPs that should be considered for the Project is listed in Table 3. Additional standard temporary construction site BMPs that should be considered for the Project is presented in the California Stormwater Quality Association Construction BMP Handbook/Portal (2009). Detailed evaluation of the BMPs necessary for this Project to comply with the CGP and BMPs recommended by the City Clean Water Program representative would be detailed during the design phase. The SWPPP prepared by the Contractor would detail actual in-field implementation of the BMPs to meet changes in field conditions and phasing of the Project. Table 3. Temporary BMPs Temporary BMP Purpose Soil Stabilization Move-In/Move-Out Mobilization locations where permanent erosion control or re-vegetation to sustain slopes is required within the Projects. Temporary Cover Plastic covers for stockpiles. Sediment Control Temporary Fiber Rolls Degradable fibers rolled tightly and placed on the toe and face of slopes to intercept runoff. Temporary Silt Fence Linear, permeable fabric barriers to intercept sediment-laden sheet flow. Placed downslope of exposed soil areas, along channels and project perimeter. Temporary Gravel Bag Berm Single row of gravel bags installed end to end to form a barrier across a slope to intercept runoff. Can be used to divert or detain moderately concentrated flows. Temporary Check Dams Small constructed device of rock or other product placed across a channel or ditch to reduce flow velocity. Temporary Drainage Inlet Protection Runoff detainment devices used at storm drain inlets that is subject to runoff from construction activities. Tracking Control Temporary construction entrances/exits Points of entrance/exit to a construction site that are stabilized to reduce the tracking of mud and dirt onto public roads. Street Sweeping Removal of tracked sediment to prevent them entering a storm drain or watercourse. G - 22 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 18 Temporary BMP Purpose Waste Management and Materials Pollution Control Temporary Concrete Washout Facilities Specified vehicle washing areas to contain concrete waste materials. 5.1.3 Permanent Stormwater Treatment BMPs The Project is required to consider and implement permanent stormwater treatment measures because the proposed widening would create and/or replace 10,000 square feet or more of impervious surface area. The MRP states that stormwater treatment must be provided through the use of evapotranspiration, infiltration and/or rainwater harvesting and reuse. If these treatment types are determined to be infeasible, then landscape based treatment measures with underdrains may be used; such devices include bioretention ponds or swales and planter boxes. The applicability of the preferred treatment types requires detailed geotechnical and design studies that would be completed during the design phase. Infiltration devices may be infeasible because the soils within the Project are classified as being in hydrologic soil groups C and D. Rainwater harvesting and reuse may not be practical for this Project due to the limited area available to place storage facilities large enough to handle the amount of runoff generated by the Project. Based on available information at this phase, the most feasible permanent stormwater treatment BMPs for this Project are BMPs that promote evapotranspiration or retention. Treatment measures can be designed or modified to provide hydromodification mitigation. Structural measures, including drainage inlet weir structures and underground storage culverts or boxes can also be used to provide hydromodification mitigation; however, these devices may not be considered as providing the required stormwater treatment. The use of these hydromodification mitigation measures would allow for hydrographs for post-project flows and durations to match pre-project conditions. 5.1.4 Project Operation and Maintenance This Project is City sponsored, and the City would be responsible for the operation and maintenance of all permanent BMP devices. 5.2 Avoidance and or Minimization Measures for Groundwater As identified in Section 4.2 and 4.5, there are minimal to no anticipated temporary or permanent impacts to groundwater. Although dewatering of groundwater during construction is not expected for this Project, if groundwater is encountered, a dewatering plan should be submitted by Contractor to the Resident Engineer and City for approval. The use of approved BMPs should be proposed by the design engineers and implemented by the Contractor to ensure pollutants carried within stormwater runoff or from accidental spills do not enter into the Project soils and be allowed to infiltrate into groundwater. Although groundwater is not identified as a primary water source within the area, to avoid depletion of groundwater supplies due to loss of pervious area, BMPs that promote infiltration and retention would be considered for the Project. G - 23 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 19 6 WATER QUALITY ASSESSMENT OF CHECKLISTS This Water Quality Assessment Checklist is a summary of the stormwater quality evaluation process presented in the California Environmental Quality Act (CEQA) Environmental Checklist Form. The following list of questions is from the Hydrology and Water Quality Checklist from Section 8 of the CEQA Environmental Checklist Form. The possible answers are: “Potentially Significant Impact,” “Less than Significant,” “Less than Significant Impact,” and “No Impact.” Would the Project: a) Violate any water quality standards or waste discharge requirements? Less than Significant Impact The primary potential for impacts to water quality is soil erosion or suspended solids being introduced into the waterways. The proposed Project has a proposed soil disturbance of 1 acre or more, and therefore shall be regulated under the CGP. Under the CGP a risk level determination must be completed to determine the minimum BMP implementation and monitoring and sampling requirements; the Project would also be required to prepare a SWPPP detailing the planned construction site BMP strategy, actual BMP implantation, visual and analytical results from monitoring and sampling activities, and corrective actions taken to ensure compliance with the CGP. The proposed Project is also regulated under the MRP for permanent stormwater treatment measures (because the Project creates or replaces 10,000 square feet or more of impervious surface), and hydromodification mitigation measures (because the Project creates or replaces 1 acre or more of impervious surface). Compliance with these permits addresses both short-term and long-term impacts to avoid, minimize or mitigate sediment and suspended solids impacts to Alamo Creek, Cabot Canal, the unnamed canal and Alamo Canal. Therefore, the proposed Project would comply with all water quality standards and waste discharge requirements, and the impact to water quality would be less than significant. b) Substantially deplete groundwater supplies or interfere substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level (e.g., the production rate of preexisting nearby wells would drop to a level which would not support existing land uses or planned uses for which permits have been granted)? No Impact There are no identified groundwater wells, springs or known areas with existing or planned land uses that require use of groundwater supplies; therefore, there would be no significant impacts to groundwater supplies or significant interference with groundwater recharge. In compliance with the MRP, this Project would implement permanent stormwater treatment BMPs that promote infiltration within the Project limits. c) Substantially alter the existing drainage pattern of the site area, including through the alteration of the course of a stream or river, in a manner which would result in substantial erosion or siltation on- or off-site? Less than Significant Impact The Project does not propose any work within or alteration to the existing course of Alamo Creek, Cabot Canal, the unnamed canal or Alamo Canal. Existing culverts may be extended G - 24 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 20 and/or replaced and new culverts would likely be installed to accommodate the proposed roadway geometry, but the existing drainage pattern would not change. The objective of the drainage design would be to limit the design water surface elevations and velocities to no greater than the existing conditions, or to what can be handled by the existing downstream facilities at the boundary of the proposed Project. Long-term erosion and sediment controls would be addressed with the placement of permanent treatment BMPs, and short-term erosion and sediment controls would be addressed with construction site BMPs. These BMPs would be implemented to ensure that erosion and sediment would be minimized or mitigated. d) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river, or substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site? Less than Significant Impact The Project does not propose any work within or alteration to the existing course of Alamo Creek, Cabot Canal, the unnamed canal or Alamo Canal. Existing drainage patterns would be perpetuated. While the proposed Project would introduce additional pavement/impervious surface area, the Project would comply with the MRP. The MRP requires the implementation of hydromodification mitigation to minimize the rate and amount of surface runoff discharging to receiving water bodies. The design goal of hydromodification mitigation is to maintain pre- construction stormwater discharge flows by metering or detaining these flows prior to discharging to a receiving water body. e) Create or contribute runoff water which would exceed the capacity of existing or planned storm water drainage systems or provide substantial additional sources of polluted runoff? Less than Significant Impact The proposed Project would increase the total impervious surface area within its limits, and therefore, would increase the volume of stormwater runoff. Potential sources of pollutants from the right-of-way include: total suspended solids, nutrients, pesticides, particulate metals, dissolved metals, pathogens, litter, biochemical oxygen demand, and total dissolved solids. Existing drainage facilities within the Project limits may be extended, replaced, repaired, and/or improved as necessary to provide proper offsite and roadway drainage. In compliance with the MRP requirements, stormwater treatment BMPs and hydromodification mitigation measures will be included where practicable. The stormwater treatment BMPs would prevent polluted runoff from impacting Alamo Creek, Cabot Canal, the unnamed canal and Alamo Canal by promoting infiltration, retention and filtration of pollutants and the hydromodification mitigation measures would allow for metering or detaining of runoff; through the use of these measures, the Project impacts would be less than significant. f) Otherwise substantially degrade water quality? Less than Significant Impact The Project would follow the requirements set forth in the CGP and MRP. The CGP requires the Contractor to submit a SWPPP detailing the appropriate construction site BMPs to eliminate the degradation of water quality to the maximum extent practicable. The MRP requires the placement of permanent stormwater treatment facilities and hydromodification mitigation measures. The Project would be designed and constructed to comply with these permits; therefore, the impact of the proposed Project to water quality would be less than significant. G - 25 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 21 7 REFERENCES California Regional Water Quality Control Board San Francisco Bay Region. (October 14, 2009). California Regional Water Quality Control Board San Francisco Bay Region Municipal Regional Stormwater NPDES Permit. Order R2-2009-0074, NPDES Permit No. CAS612008. California Regional Water Quality Control Board San Francisco Bay Region (December 31, 2011). San Francisco Bay Basin (Region 2) Water Quality Control Plan (Basin Plan). Clean Water Program (December 1, 2011). C.3 Stormwater Technical Guidance-A handbook for developers, builders and project applicants, Version 3.0. ENGEO Incorporated (March 27, 2012). Geologic Study. Project No. 9456.000.000. Federal Emergency Management Agency. Flood Insurance Rate Map-Alameda County, California and Incorporated Areas, Panel 306 of 725. Map No. 06001C0306G. Federal Emergency Management Agency. Flood Insurance Rate Map-Alameda County, California and Incorporated Areas, Panel 308 of 725. Map No. 06001C0308G. Garcia and Associates (April 10, 2012). DRAFT Biological Resources Evaluation for Dougherty Road Widening Project. Geocon Consultants, Inc. (March 2012). Initial Site Assessment-Dougherty Road Improvement Project Dublin, Alameda County, California. Geocon Project No. E8623-06-01. State Water Resources Control Board, Division of Water Quality (September 2, 2009). National Pollutant Discharge Elimination System (NPDES) General Permit for Storm Water Discharges Associated with Construction and Land Disturbance Activities. Order No. 2009-0009-DWQ, NPDES No. CAS000002. United States Department of Agriculture Natural Resources Conservation Service. Web Soil Survey. <http://websoilsurvey.nrcs.usda.gov/app/HomePage.htm>. (Last Accessed May 2012) G - 26 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 Appendix A Water Quality Objectives G - 27 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 Appendix A.1 Objectives for Surface Waters G - 28 Water Quality Control Plan for the San Francisco Bay Basin 3Ȭ3ȱ 3.2 OBJECTIVES FOR OCEAN WATERS TheȱprovisionsȱofȱtheȱStateȱBoardȇsȱȈWaterȱQualityȱControlȱPlanȱforȱOceanȱWatersȱofȱCaliforniaȈȱ (OceanȱPlan)ȱandȱȈWaterȱQualityȱControlȱPlanȱforȱControlȱofȱTemperatureȱinȱtheȱCoastalȱandȱ InterstateȱWatersȱandȱEnclosedȱBaysȱandȱEstuariesȱofȱCaliforniaȈȱ(ThermalȱPlan)ȱandȱanyȱrevisionȱ toȱthemȱwillȱapplyȱtoȱoceanȱwaters.ȱTheseȱplansȱdescribeȱobjectivesȱandȱeffluentȱlimitationsȱforȱ oceanȱwaters.ȱ 3.3 OBJECTIVES FOR SURFACE WATERS Theȱfollowingȱobjectivesȱapplyȱtoȱallȱsurfaceȱwatersȱwithinȱtheȱregion,ȱexceptȱtheȱPacificȱOcean.ȱ 3.3.1 BACTERIA Tableȱ3Ȭ1ȱprovidesȱaȱsummaryȱofȱtheȱbacterialȱwaterȱqualityȱobjectivesȱandȱidentifiesȱtheȱsourcesȱ ofȱthoseȱobjectives.ȱTableȱ3Ȭ2ȱsummarizesȱU.S.ȱEPAȇsȱwaterȱqualityȱcriteriaȱforȱwaterȱcontactȱ recreationȱbasedȱonȱtheȱfrequencyȱofȱuseȱaȱparticularȱareaȱreceives.ȱTheseȱcriteriaȱwillȱbeȱusedȱtoȱ differentiateȱbetweenȱpollutionȱsourcesȱorȱtoȱsupplementȱobjectivesȱforȱwaterȱcontactȱrecreation.ȱ 3.3.2 BIOACCUMULATION Manyȱpollutantsȱcanȱaccumulateȱonȱparticles,ȱinȱsediment,ȱorȱbioaccumulateȱinȱfishȱandȱotherȱ aquaticȱorganisms.ȱControllableȱwaterȱqualityȱfactorsȱshallȱnotȱcauseȱaȱdetrimentalȱincreaseȱinȱ concentrationsȱofȱtoxicȱsubstancesȱfoundȱinȱbottomȱsedimentsȱorȱaquaticȱlife.ȱEffectsȱonȱaquaticȱ organisms,ȱwildlife,ȱandȱhumanȱhealthȱwillȱbeȱconsidered.ȱ 3.3.3 BIOSTIMULATORY SUBSTANCES Watersȱshallȱnotȱcontainȱbiostimulatoryȱsubstancesȱinȱconcentrationsȱthatȱpromoteȱaquaticȱ growthsȱtoȱtheȱextentȱthatȱsuchȱgrowthsȱcauseȱnuisanceȱorȱadverselyȱaffectȱbeneficialȱuses.ȱ Changesȱinȱchlorophyllȱaȱandȱassociatedȱphytoplanktonȱcommunitiesȱfollowȱcomplexȱdynamicsȱ thatȱareȱsometimesȱassociatedȱwithȱaȱdischargeȱofȱbiostimulatoryȱsubstances.ȱIrregularȱandȱ extremeȱlevelsȱofȱchlorophyllȱaȱorȱphytoplanktonȱbloomsȱmayȱindicateȱexceedanceȱofȱthisȱ objectiveȱandȱrequireȱinvestigation.ȱ 3.3.4 COLOR Watersȱshallȱbeȱfreeȱofȱcolorationȱthatȱcausesȱnuisanceȱorȱadverselyȱaffectsȱbeneficialȱuses.ȱ 3.3.5 DISSOLVED OXYGEN Forȱallȱtidalȱwaters,ȱtheȱfollowingȱobjectivesȱshallȱapply:ȱ G - 29 Water Quality Control Plan for the San Francisco Bay Basin 3Ȭ4ȱ InȱtheȱBay:ȱ DownstreamȱofȱCarquinezȱ Bridgeȱ 5.0ȱmg/lȱminimumȱ UpstreamȱofȱCarquinezȱBridgeȱ 7.0ȱmg/lȱminimumȱ Forȱnontidalȱwaters,ȱtheȱfollowingȱobjectivesȱshallȱapply:ȱ Watersȱdesignatedȱas:ȱ Coldȱwaterȱhabitatȱ 7.0ȱmg/lȱminimumȱ Warmȱwaterȱhabitatȱ 5.0ȱmg/lȱminimumȱ Theȱmedianȱdissolvedȱoxygenȱconcentrationȱforȱanyȱthreeȱconsecutiveȱmonthsȱshallȱnotȱbeȱlessȱ thanȱ80ȱpercentȱofȱtheȱdissolvedȱoxygenȱcontentȱatȱsaturation.ȱ Dissolvedȱoxygenȱisȱaȱgeneralȱindexȱofȱtheȱstateȱofȱtheȱhealthȱofȱreceivingȱwaters.ȱAlthoughȱ minimumȱconcentrationsȱofȱ5ȱmg/lȱandȱ7ȱmg/lȱareȱfrequentlyȱusedȱasȱobjectivesȱtoȱprotectȱfishȱlife,ȱ higherȱconcentrationsȱareȱgenerallyȱdesirableȱtoȱprotectȱsensitiveȱaquaticȱforms.ȱInȱareasȱ unaffectedȱbyȱwasteȱdischarges,ȱaȱlevelȱofȱaboutȱ85ȱpercentȱofȱoxygenȱsaturationȱexists.ȱAȱthreeȬ monthȱmedianȱobjectiveȱofȱ80ȱpercentȱofȱoxygenȱsaturationȱallowsȱforȱsomeȱdegradationȱfromȱthisȱ level,ȱbutȱstillȱrequiresȱaȱconsistentlyȱhighȱoxygenȱcontentȱinȱtheȱreceivingȱwater.ȱ 3.3.6 FLOATING MATERIAL Watersȱshallȱnotȱcontainȱfloatingȱmaterial,ȱincludingȱsolids,ȱliquids,ȱfoams,ȱandȱscum,ȱinȱ concentrationsȱthatȱcauseȱnuisanceȱorȱadverselyȱaffectȱbeneficialȱuses.ȱ 3.3.7 OIL AND GREASE Watersȱshallȱnotȱcontainȱoils,ȱgreases,ȱwaxes,ȱorȱotherȱmaterialsȱinȱconcentrationsȱthatȱresultȱinȱaȱ visibleȱfilmȱorȱcoatingȱonȱtheȱsurfaceȱofȱtheȱwaterȱorȱonȱobjectsȱinȱtheȱwater,ȱthatȱcauseȱnuisance,ȱ orȱthatȱotherwiseȱadverselyȱaffectȱbeneficialȱuses.ȱ 3.3.8 POPULATION AND COMMUNITY ECOLOGY Allȱwatersȱshallȱbeȱmaintainedȱfreeȱofȱtoxicȱsubstancesȱinȱconcentrationsȱthatȱareȱlethalȱtoȱorȱthatȱ produceȱsignificantȱalterationsȱinȱpopulationȱorȱcommunityȱecologyȱorȱreceivingȱwaterȱbiota.ȱInȱ addition,ȱtheȱhealthȱandȱlifeȱhistoryȱcharacteristicsȱofȱaquaticȱorganismsȱinȱwatersȱaffectedȱbyȱ controllableȱwaterȱqualityȱfactorsȱshallȱnotȱdifferȱsignificantlyȱfromȱthoseȱforȱtheȱsameȱwatersȱinȱ areasȱunaffectedȱbyȱcontrollableȱwaterȱqualityȱfactors.ȱ 3.3.9 pH TheȱpHȱshallȱnotȱbeȱdepressedȱbelowȱ6.5ȱnorȱraisedȱaboveȱ8.5.ȱThisȱencompassesȱtheȱpHȱrangeȱ usuallyȱfoundȱinȱwatersȱwithinȱtheȱbasin.ȱControllableȱwaterȱqualityȱfactorsȱshallȱnotȱcauseȱ changesȱgreaterȱthanȱ0.5ȱunitsȱinȱnormalȱambientȱpHȱlevels.ȱ G - 30 Water Quality Control Plan for the San Francisco Bay Basin 3Ȭ5ȱ 3.3.10 RADIOACTIVITY Radionuclidesȱshallȱnotȱbeȱpresentȱinȱconcentrationsȱthatȱresultȱinȱtheȱaccumulationȱofȱ radionuclidesȱinȱtheȱfoodȱwebȱtoȱanȱextentȱthatȱpresentsȱaȱhazardȱtoȱhuman,ȱplant,ȱanimal,ȱorȱ aquaticȱlife.ȱWatersȱdesignatedȱforȱuseȱasȱdomesticȱorȱmunicipalȱsupplyȱshallȱnotȱcontainȱ concentrationsȱofȱradionuclidesȱinȱexcessȱofȱtheȱlimitsȱspecifiedȱinȱTableȱ4ȱofȱSectionȱ64443ȱ (Radioactivity)ȱofȱTitleȱ22ȱofȱtheȱCaliforniaȱCodeȱofȱRegulationsȱ(CCR),ȱwhichȱisȱincorporatedȱbyȱ referenceȱintoȱthisȱPlan.ȱThisȱincorporationȱisȱprospective,ȱincludingȱfutureȱchangesȱtoȱtheȱ incorporatedȱprovisionsȱasȱtheȱchangesȱtakeȱeffectȱ(seeȱTableȱ3Ȭ5).ȱ 3.3.11 SALINITY Controllableȱwaterȱqualityȱfactorsȱshallȱnotȱincreaseȱtheȱtotalȱdissolvedȱsolidsȱorȱsalinityȱofȱwatersȱ ofȱtheȱstateȱsoȱasȱtoȱadverselyȱaffectȱbeneficialȱuses,ȱparticularlyȱfishȱmigrationȱandȱestuarineȱ habitat.ȱ 3.3.12 SEDIMENT Theȱsuspendedȱsedimentȱloadȱandȱsuspendedȱsedimentȱdischargeȱrateȱofȱsurfaceȱwatersȱshallȱnotȱ beȱalteredȱinȱsuchȱaȱmannerȱasȱtoȱcauseȱnuisanceȱorȱadverselyȱaffectȱbeneficialȱuses.ȱ Controllableȱwaterȱqualityȱfactorsȱshallȱnotȱcauseȱaȱdetrimentalȱincreaseȱinȱtheȱconcentrationsȱofȱ toxicȱpollutantsȱinȱsedimentsȱorȱaquaticȱlife.ȱ 3.3.13 SETTLEABLE MATERIAL Watersȱshallȱnotȱcontainȱsubstancesȱinȱconcentrationsȱthatȱresultȱinȱtheȱdepositionȱofȱmaterialȱthatȱ causeȱnuisanceȱorȱadverselyȱaffectȱbeneficialȱuses.ȱ 3.3.14 SUSPENDED MATERIAL Watersȱshallȱnotȱcontainȱsuspendedȱmaterialȱinȱconcentrationsȱthatȱcauseȱnuisanceȱorȱadverselyȱ affectȱbeneficialȱuses.ȱ 3.3.15 SULFIDE Allȱwaterȱshallȱbeȱfreeȱfromȱdissolvedȱsulfideȱconcentrationsȱaboveȱnaturalȱbackgroundȱlevels.ȱ SulfideȱoccursȱinȱBayȱmudsȱasȱaȱresultȱofȱbacterialȱactionȱonȱorganicȱmatterȱinȱanȱanaerobicȱ environment.ȱ Concentrationsȱofȱonlyȱaȱfewȱhundredthsȱofȱaȱmilligramȱperȱliterȱcanȱcauseȱaȱnoticeableȱodorȱorȱ beȱtoxicȱtoȱaquaticȱlife.ȱViolationȱofȱtheȱsulfideȱobjectiveȱwillȱreflectȱviolationȱofȱdissolvedȱoxygenȱ objectivesȱasȱsulfidesȱcannotȱexistȱtoȱaȱsignificantȱdegreeȱinȱanȱoxygenatedȱenvironment.ȱ G - 31 Water Quality Control Plan for the San Francisco Bay Basin 3Ȭ6ȱ 3.3.16 TASTES AND ODORS WatersȱshallȱnotȱcontainȱtasteȬȱorȱodorȬproducingȱsubstancesȱinȱconcentrationsȱthatȱimpartȱ undesirableȱtastesȱorȱodorsȱtoȱfishȱfleshȱorȱotherȱedibleȱproductsȱofȱaquaticȱorigin,ȱthatȱcauseȱ nuisance,ȱorȱthatȱadverselyȱaffectȱbeneficialȱuses.ȱ 3.3.17 TEMPERATURE TemperatureȱobjectivesȱforȱenclosedȱbaysȱandȱestuariesȱareȱasȱspecifiedȱinȱtheȱȈWaterȱQualityȱ ControlȱPlanȱforȱControlȱofȱTemperatureȱinȱtheȱCoastalȱandȱInterstateȱWatersȱandȱEnclosedȱBaysȱ ofȱCalifornia,Ȉȱincludingȱanyȱrevisionsȱtoȱtheȱplan.ȱ Inȱaddition,ȱtheȱfollowingȱtemperatureȱobjectivesȱapplyȱtoȱsurfaceȱwaters:ȱ x Theȱnaturalȱreceivingȱwaterȱtemperatureȱofȱinlandȱsurfaceȱwatersȱshallȱnotȱbeȱalteredȱ unlessȱitȱcanȱbeȱdemonstratedȱtoȱtheȱsatisfactionȱofȱtheȱRegionalȱBoardȱthatȱsuchȱ alterationȱinȱtemperatureȱdoesȱnotȱadverselyȱaffectȱbeneficialȱuses.ȱxTheȱtemperatureȱofȱanyȱcoldȱorȱwarmȱfreshwaterȱhabitatȱshallȱnotȱbeȱincreasedȱbyȱmoreȱ thanȱ5°Fȱ(2.8°C)ȱaboveȱnaturalȱreceivingȱwaterȱtemperatureȱ 3.3.18 TOXICITY Allȱwatersȱshallȱbeȱmaintainedȱfreeȱofȱtoxicȱsubstancesȱinȱconcentrationsȱthatȱareȱlethalȱtoȱorȱthatȱ produceȱotherȱdetrimentalȱresponsesȱinȱaquaticȱorganisms.ȱDetrimentalȱresponsesȱinclude,ȱbutȱ areȱnotȱlimitedȱto,ȱdecreasedȱgrowthȱrateȱandȱdecreasedȱreproductiveȱsuccessȱofȱresidentȱorȱ indicatorȱspecies.ȱThereȱshallȱbeȱnoȱacuteȱtoxicityȱinȱambientȱwaters.ȱAcuteȱtoxicityȱisȱdefinedȱasȱaȱ medianȱofȱlessȱthanȱ90ȱpercentȱsurvival,ȱorȱlessȱthanȱ70ȱpercentȱsurvival,ȱ10ȱpercentȱofȱtheȱtime,ȱofȱ testȱorganismsȱinȱaȱ96Ȭhourȱstaticȱorȱcontinuousȱflowȱtest.ȱ Thereȱshallȱbeȱnoȱchronicȱtoxicityȱinȱambientȱwaters.ȱChronicȱtoxicityȱisȱaȱdetrimentalȱbiologicalȱ effectȱonȱgrowthȱrate,ȱreproduction,ȱfertilizationȱsuccess,ȱlarvalȱdevelopment,ȱpopulationȱ abundance,ȱcommunityȱcomposition,ȱorȱanyȱotherȱrelevantȱmeasureȱofȱtheȱhealthȱofȱanȱorganism,ȱ population,ȱorȱcommunity.ȱ Attainmentȱofȱthisȱobjectiveȱwillȱbeȱdeterminedȱbyȱanalysesȱofȱindicatorȱorganisms,ȱspeciesȱ diversity,ȱpopulationȱdensity,ȱgrowthȱanomalies,ȱorȱtoxicityȱtestsȱ(includingȱthoseȱdescribedȱinȱ Chapterȱ4),ȱorȱotherȱmethodsȱselectedȱbyȱtheȱWaterȱBoard.ȱTheȱWaterȱBoardȱwillȱalsoȱconsiderȱ otherȱrelevantȱinformationȱandȱnumericȱcriteriaȱandȱguidelinesȱforȱtoxicȱsubstancesȱdevelopedȱbyȱ otherȱagenciesȱasȱappropriate.ȱ Theȱhealthȱandȱlifeȱhistoryȱcharacteristicsȱofȱaquaticȱorganismsȱinȱwatersȱaffectedȱbyȱcontrollableȱ waterȱqualityȱfactorsȱshallȱnotȱdifferȱsignificantlyȱfromȱthoseȱforȱtheȱsameȱwatersȱinȱareasȱ unaffectedȱbyȱcontrollableȱwaterȱqualityȱfactors.ȱ G - 32 Water Quality Control Plan for the San Francisco Bay Basin 3Ȭ7ȱ 3.3.19 TURBIDITY Watersȱshallȱbeȱfreeȱofȱchangesȱinȱturbidityȱthatȱcauseȱnuisanceȱorȱadverselyȱaffectȱbeneficialȱuses.ȱ Increasesȱfromȱnormalȱbackgroundȱlightȱpenetrationȱorȱturbidityȱrelatableȱtoȱwasteȱdischargeȱ shallȱnotȱbeȱgreaterȱthanȱ10ȱpercentȱinȱareasȱwhereȱnaturalȱturbidityȱisȱgreaterȱthanȱ50ȱNTU.ȱ 3.3.20 UN-IONIZED AMMONIA TheȱdischargeȱofȱwastesȱshallȱnotȱcauseȱreceivingȱwatersȱtoȱcontainȱconcentrationsȱofȱunȬionizedȱ ammoniaȱinȱexcessȱofȱtheȱfollowingȱlimitsȱ(inȱmg/lȱasȱN):ȱ AnnualȱMedianȱ 0.025ȱ Maximum,ȱCentralȱBayȱ(asȱdepictedȱinȱFigureȱ2Ȭ5)ȱandȱupstream 0.16ȱ Maximum,ȱLowerȱBayȱ(asȱdepictedȱinȱFiguresȱ2Ȭ6ȱandȱ2Ȭ7):ȱ 0.4ȱ Theȱintentȱofȱthisȱobjectiveȱisȱtoȱprotectȱagainstȱtheȱchronicȱtoxicȱeffectsȱofȱammoniaȱinȱtheȱ receivingȱwaters.ȱAnȱammoniaȱobjectiveȱisȱneededȱforȱtheȱfollowingȱreasons:ȱ x Ammoniaȱ(specificallyȱunȬionizedȱammonia)ȱisȱaȱdemonstratedȱtoxicant.ȱAmmoniaȱisȱ generallyȱacceptedȱasȱoneȱofȱtheȱprincipleȱtoxicantsȱinȱmunicipalȱwasteȱdischarges.ȱSomeȱ industriesȱalsoȱdischargeȱsignificantȱquantitiesȱofȱammonia.ȱxExceptionsȱtoȱtheȱeffluentȱtoxicityȱlimitationsȱinȱChapterȱ4ȱofȱtheȱPlanȱallowȱforȱtheȱ dischargeȱofȱammoniaȱinȱtoxicȱamounts.ȱInȱmostȱinstances,ȱammoniaȱwillȱbeȱdilutedȱorȱ degradedȱtoȱaȱnontoxicȱstateȱfairlyȱrapidly.ȱHowever,ȱthisȱdoesȱnotȱoccurȱinȱallȱcases,ȱtheȱ SouthȱBayȱbeingȱaȱnotableȱexample.ȱTheȱammoniaȱlimitȱisȱrecommendedȱinȱorderȱtoȱ precludeȱanyȱbuildȱupȱofȱammoniaȱinȱtheȱreceivingȱwater.ȱxAȱmoreȱstringentȱmaximumȱobjectiveȱisȱdesirableȱforȱtheȱnorthernȱreachȱofȱtheȱBayȱforȱtheȱ protectionȱofȱtheȱmigratoryȱcorridorȱrunningȱthroughȱCentralȱBay,ȱSanȱPabloȱBay,ȱandȱ upstreamȱreaches.ȱ 3.3.21 OBJECTIVES FOR SPECIFIC CHEMICAL CONSTITUENTS Surfaceȱwatersȱshallȱnotȱcontainȱconcentrationsȱofȱchemicalȱconstituentsȱinȱamountsȱthatȱ adverselyȱaffectȱanyȱdesignatedȱbeneficialȱuse.ȱWaterȱqualityȱobjectivesȱforȱselectedȱtoxicȱ pollutantsȱforȱsurfaceȱwatersȱareȱgivenȱinȱTablesȱ3Ȭ3,ȱ3Ȭ3A,ȱ3Ȭ3B,ȱ3Ȭ3C,ȱ3Ȭ4ȱandȱ3Ȭ4A.ȱ TheȱWaterȱBoardȱintendsȱtoȱworkȱtowardsȱtheȱderivationȱofȱsiteȬspecificȱobjectivesȱforȱtheȱBayȬ Deltaȱestuarineȱsystem.ȱSiteȬspecificȱobjectivesȱtoȱbeȱconsideredȱbyȱtheȱWaterȱBoardȱshallȱbeȱ developedȱinȱaccordanceȱwithȱtheȱprovisionsȱofȱtheȱfederalȱCleanȱWaterȱAct,ȱtheȱStateȱWaterȱ Code,ȱStateȱBoardȱwaterȱqualityȱcontrolȱplans,ȱandȱthisȱPlan.ȱTheseȱsiteȬspecificȱobjectivesȱwillȱ takeȱintoȱconsiderationȱfactorsȱsuchȱasȱallȱavailableȱscientificȱinformationȱandȱmonitoringȱdataȱ andȱtheȱlatestȱU.S.ȱEPAȱguidance,ȱandȱlocalȱenvironmentalȱconditionsȱandȱimpactsȱcausedȱbyȱ bioaccumulation.ȱTheȱobjectivesȱinȱTablesȱ3Ȭ3ȱandȱ3Ȭ4ȱapplyȱthroughoutȱtheȱregionȱexceptȱasȱ otherwiseȱindicatedȱinȱtheȱtablesȱorȱwhenȱsiteȬspecificȱobjectivesȱforȱtheȱpollutantȱparameterȱhaveȱ beenȱadopted.ȱSiteȬspecificȱobjectivesȱhaveȱbeenȱadoptedȱforȱcopperȱinȱsegmentsȱofȱSanȱFranciscoȱ Bayȱ(seeȱFigureȱ7.2Ȭ1Ȭ01),ȱforȱnickelȱinȱSouthȱSanȱFranciscoȱBayȱ(Tableȱ3Ȭ3A),ȱandȱforȱcyanideȱinȱallȱ G - 33 Water Quality Control Plan for the San Francisco Bay Basin 3Ȭ8ȱ SanȱFranciscoȱBayȱsegmentsȱ(Tableȱ3Ȭ3C).ȱObjectivesȱforȱmercuryȱthatȱapplyȱtoȱSanȱFranciscoȱBayȱ areȱlistedȱinȱTableȱ3Ȭ3B.ȱObjectivesȱforȱmercuryȱthatȱapplyȱtoȱWalkerȱCreek,ȱSoulajuleȱReservoir,ȱ andȱtheirȱtributaries,ȱandȱtoȱwatersȱofȱtheȱGuadalupeȱRiverȱwatershedȱareȱlistedȱinȱTableȱ3Ȭ4A.ȱ SouthȱSanȱFranciscoȱBayȱsouthȱofȱtheȱDumbartonȱBridgeȱisȱaȱunique,ȱwaterȬqualityȬlimited,ȱ hydrodynamicȱandȱbiologicalȱenvironmentȱthatȱmeritsȱcontinuedȱspecialȱattentionȱbyȱtheȱWaterȱ Board.ȱControllingȱurbanȱandȱuplandȱrunoffȱsourcesȱisȱcriticalȱtoȱtheȱsuccessȱofȱmaintainingȱwaterȱ qualityȱinȱthisȱportionȱofȱtheȱBay.ȱSiteȬspecificȱwaterȱqualityȱobjectivesȱhaveȱbeenȱadoptedȱforȱ dissolvedȱcopperȱandȱnickelȱinȱthisȱBayȱsegment.ȱSiteȬspecificȱobjectivesȱmayȱbeȱappropriateȱforȱ otherȱpollutantsȱofȱconcern,ȱbutȱthisȱdeterminationȱwillȱbeȱmadeȱonȱaȱcaseȬbyȬcaseȱbasis,ȱandȱafterȱ itȱhasȱbeenȱdemonstratedȱthatȱallȱotherȱreasonableȱtreatment,ȱsourceȱcontrolȱandȱpollutionȱ preventionȱmeasuresȱhaveȱbeenȱexhausted.ȱTheȱWaterȱBoardȱwillȱdetermineȱwhetherȱrevisedȱ waterȱqualityȱobjectivesȱand/orȱeffluentȱlimitationsȱareȱappropriateȱbasedȱonȱsoundȱtechnicalȱ informationȱandȱscientificȱstudies,ȱstakeholderȱinput,ȱandȱtheȱneedȱforȱflexibilityȱtoȱaddressȱ priorityȱproblemsȱinȱtheȱwatershed.ȱ 3.3.22 CONSTITUENTS OF CONCERN FOR MUNICIPAL AND AGRICULTURAL WATER SUPPLIES Atȱaȱminimum,ȱsurfaceȱwatersȱdesignatedȱforȱuseȱasȱdomesticȱorȱmunicipalȱsupplyȱ(MUN)ȱshallȱ notȱcontainȱconcentrationsȱofȱconstituentsȱinȱexcessȱofȱtheȱmaximumȱ(MCLs)ȱorȱsecondaryȱ maximumȱcontaminantȱlevelsȱ(SMCLs)ȱspecifiedȱinȱtheȱfollowingȱprovisionsȱofȱTitleȱ22,ȱwhichȱareȱ incorporatedȱbyȱreferenceȱintoȱthisȱplan:ȱTableȱ64431ȬAȱ(InorganicȱChemicals)ȱofȱSectionȱ64431,ȱ andȱTableȱ64433.2ȬAȱ(Fluoride)ȱofȱSectionȱ64433.2,ȱTableȱ64444ȬAȱ(OrganicȱChemicals)ȱofȱSectionȱ 64444,ȱandȱTableȱ64449ȬAȱ(SMCLsȬConsumerȱAcceptanceȱLimits)ȱandȱ64449ȬBȱ(SMCLsȬRanges)ȱofȱ Sectionȱ64449.ȱThisȱincorporationȬbyȬreferenceȱisȱprospective,ȱincludingȱfutureȱchangesȱtoȱtheȱ incorporatedȱprovisionsȱasȱtheȱchangesȱtakeȱeffect.ȱTableȱ3Ȭ5ȱcontainsȱwaterȱqualityȱobjectivesȱforȱ municipalȱsupply,ȱincludingȱtheȱMCLsȱcontainedȱinȱvariousȱsectionsȱofȱTitleȱ22ȱasȱofȱtheȱadoptionȱ ofȱthisȱplan.ȱ Atȱaȱminimum,ȱsurfaceȱwatersȱdesignatedȱforȱuseȱasȱagriculturalȱsupplyȱ(AGR)ȱshallȱnotȱcontainȱ concentrationsȱofȱconstituentsȱinȱexcessȱofȱtheȱlevelsȱspecifiedȱinȱTableȱ3Ȭ6.ȱ 3.4 OBJECTIVES FOR GROUNDWATER Groundwaterȱobjectivesȱconsistȱprimarilyȱofȱnarrativeȱobjectivesȱcombinedȱwithȱaȱlimitedȱ numberȱofȱnumericalȱobjectives.ȱAdditionally,ȱtheȱWaterȱBoardȱwillȱestablishȱbasinȬȱand/orȱsiteȬ specificȱnumericalȱgroundwaterȱobjectivesȱasȱnecessary.ȱForȱexample,ȱtheȱWaterȱBoardȱhasȱ groundwaterȱbasinȬspecificȱobjectivesȱforȱtheȱAlamedaȱCreekȱwatershedȱaboveȱNilesȱtoȱincludeȱ theȱLivermoreȬAmadorȱValleyȱasȱshownȱinȱTableȱ3Ȭ7.ȱ Theȱmaintenanceȱofȱexistingȱhighȱqualityȱofȱgroundwaterȱ(i.e.,ȱȈbackgroundȈ)ȱisȱtheȱprimaryȱ groundwaterȱobjective.ȱ Inȱaddition,ȱatȱaȱminimum,ȱgroundwaterȱshallȱnotȱcontainȱconcentrationsȱofȱbacteria,ȱchemicalȱ constituents,ȱradioactivity,ȱorȱsubstancesȱproducingȱtasteȱandȱodorȱinȱexcessȱofȱtheȱobjectivesȱ describedȱbelowȱunlessȱnaturallyȱoccurringȱbackgroundȱconcentrationsȱareȱgreater.ȱUnderȱ existingȱlaw,ȱtheȱWaterȱBoardȱregulatesȱwasteȱdischargesȱtoȱlandȱthatȱcouldȱaffectȱwaterȱquality,ȱ G - 34 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 Appendix A.2 Objectives for Groundwater G - 35 Water Quality Control Plan for the San Francisco Bay Basin 3Ȭ8ȱ SanȱFranciscoȱBayȱsegmentsȱ(Tableȱ3Ȭ3C).ȱObjectivesȱforȱmercuryȱthatȱapplyȱtoȱSanȱFranciscoȱBayȱ areȱlistedȱinȱTableȱ3Ȭ3B.ȱObjectivesȱforȱmercuryȱthatȱapplyȱtoȱWalkerȱCreek,ȱSoulajuleȱReservoir,ȱ andȱtheirȱtributaries,ȱandȱtoȱwatersȱofȱtheȱGuadalupeȱRiverȱwatershedȱareȱlistedȱinȱTableȱ3Ȭ4A.ȱ SouthȱSanȱFranciscoȱBayȱsouthȱofȱtheȱDumbartonȱBridgeȱisȱaȱunique,ȱwaterȬqualityȬlimited,ȱ hydrodynamicȱandȱbiologicalȱenvironmentȱthatȱmeritsȱcontinuedȱspecialȱattentionȱbyȱtheȱWaterȱ Board.ȱControllingȱurbanȱandȱuplandȱrunoffȱsourcesȱisȱcriticalȱtoȱtheȱsuccessȱofȱmaintainingȱwaterȱ qualityȱinȱthisȱportionȱofȱtheȱBay.ȱSiteȬspecificȱwaterȱqualityȱobjectivesȱhaveȱbeenȱadoptedȱforȱ dissolvedȱcopperȱandȱnickelȱinȱthisȱBayȱsegment.ȱSiteȬspecificȱobjectivesȱmayȱbeȱappropriateȱforȱ otherȱpollutantsȱofȱconcern,ȱbutȱthisȱdeterminationȱwillȱbeȱmadeȱonȱaȱcaseȬbyȬcaseȱbasis,ȱandȱafterȱ itȱhasȱbeenȱdemonstratedȱthatȱallȱotherȱreasonableȱtreatment,ȱsourceȱcontrolȱandȱpollutionȱ preventionȱmeasuresȱhaveȱbeenȱexhausted.ȱTheȱWaterȱBoardȱwillȱdetermineȱwhetherȱrevisedȱ waterȱqualityȱobjectivesȱand/orȱeffluentȱlimitationsȱareȱappropriateȱbasedȱonȱsoundȱtechnicalȱ informationȱandȱscientificȱstudies,ȱstakeholderȱinput,ȱandȱtheȱneedȱforȱflexibilityȱtoȱaddressȱ priorityȱproblemsȱinȱtheȱwatershed.ȱ 3.3.22 CONSTITUENTS OF CONCERN FOR MUNICIPAL AND AGRICULTURAL WATER SUPPLIES Atȱaȱminimum,ȱsurfaceȱwatersȱdesignatedȱforȱuseȱasȱdomesticȱorȱmunicipalȱsupplyȱ(MUN)ȱshallȱ notȱcontainȱconcentrationsȱofȱconstituentsȱinȱexcessȱofȱtheȱmaximumȱ(MCLs)ȱorȱsecondaryȱ maximumȱcontaminantȱlevelsȱ(SMCLs)ȱspecifiedȱinȱtheȱfollowingȱprovisionsȱofȱTitleȱ22,ȱwhichȱareȱ incorporatedȱbyȱreferenceȱintoȱthisȱplan:ȱTableȱ64431ȬAȱ(InorganicȱChemicals)ȱofȱSectionȱ64431,ȱ andȱTableȱ64433.2ȬAȱ(Fluoride)ȱofȱSectionȱ64433.2,ȱTableȱ64444ȬAȱ(OrganicȱChemicals)ȱofȱSectionȱ 64444,ȱandȱTableȱ64449ȬAȱ(SMCLsȬConsumerȱAcceptanceȱLimits)ȱandȱ64449ȬBȱ(SMCLsȬRanges)ȱofȱ Sectionȱ64449.ȱThisȱincorporationȬbyȬreferenceȱisȱprospective,ȱincludingȱfutureȱchangesȱtoȱtheȱ incorporatedȱprovisionsȱasȱtheȱchangesȱtakeȱeffect.ȱTableȱ3Ȭ5ȱcontainsȱwaterȱqualityȱobjectivesȱforȱ municipalȱsupply,ȱincludingȱtheȱMCLsȱcontainedȱinȱvariousȱsectionsȱofȱTitleȱ22ȱasȱofȱtheȱadoptionȱ ofȱthisȱplan.ȱ Atȱaȱminimum,ȱsurfaceȱwatersȱdesignatedȱforȱuseȱasȱagriculturalȱsupplyȱ(AGR)ȱshallȱnotȱcontainȱ concentrationsȱofȱconstituentsȱinȱexcessȱofȱtheȱlevelsȱspecifiedȱinȱTableȱ3Ȭ6.ȱ 3.4 OBJECTIVES FOR GROUNDWATER Groundwaterȱobjectivesȱconsistȱprimarilyȱofȱnarrativeȱobjectivesȱcombinedȱwithȱaȱlimitedȱ numberȱofȱnumericalȱobjectives.ȱAdditionally,ȱtheȱWaterȱBoardȱwillȱestablishȱbasinȬȱand/orȱsiteȬ specificȱnumericalȱgroundwaterȱobjectivesȱasȱnecessary.ȱForȱexample,ȱtheȱWaterȱBoardȱhasȱ groundwaterȱbasinȬspecificȱobjectivesȱforȱtheȱAlamedaȱCreekȱwatershedȱaboveȱNilesȱtoȱincludeȱ theȱLivermoreȬAmadorȱValleyȱasȱshownȱinȱTableȱ3Ȭ7.ȱ Theȱmaintenanceȱofȱexistingȱhighȱqualityȱofȱgroundwaterȱ(i.e.,ȱȈbackgroundȈ)ȱisȱtheȱprimaryȱ groundwaterȱobjective.ȱ Inȱaddition,ȱatȱaȱminimum,ȱgroundwaterȱshallȱnotȱcontainȱconcentrationsȱofȱbacteria,ȱchemicalȱ constituents,ȱradioactivity,ȱorȱsubstancesȱproducingȱtasteȱandȱodorȱinȱexcessȱofȱtheȱobjectivesȱ describedȱbelowȱunlessȱnaturallyȱoccurringȱbackgroundȱconcentrationsȱareȱgreater.ȱUnderȱ existingȱlaw,ȱtheȱWaterȱBoardȱregulatesȱwasteȱdischargesȱtoȱlandȱthatȱcouldȱaffectȱwaterȱquality,ȱ G - 36 Water Quality Control Plan for the San Francisco Bay Basin 3Ȭ9ȱ includingȱbothȱgroundwaterȱandȱsurfaceȱwaterȱquality.ȱWasteȱdischargesȱthatȱreachȱgroundwaterȱ areȱregulatedȱtoȱprotectȱbothȱgroundwaterȱandȱanyȱsurfaceȱwaterȱinȱcontinuityȱwithȱ groundwater.ȱWasteȱdischargesȱthatȱaffectȱgroundwaterȱthatȱisȱinȱcontinuityȱwithȱsurfaceȱwaterȱ cannotȱcauseȱviolationsȱofȱanyȱapplicableȱsurfaceȱwaterȱstandards.ȱ 3.4.1 BACTERIA Inȱgroundwaterȱwithȱaȱbeneficialȱuseȱofȱmunicipalȱandȱdomesticȱsupply,ȱtheȱmedianȱofȱtheȱmostȱ probableȱnumberȱofȱcoliformȱorganismsȱoverȱanyȱsevenȬdayȱperiodȱshallȱbeȱlessȱthanȱ1.1ȱmostȱ probableȱnumberȱperȱ100ȱmillilitersȱ(MPN/100ȱmL)ȱ(basedȱonȱmultipleȱtubeȱfermentationȱ technique;ȱequivalentȱtestȱresultsȱbasedȱonȱotherȱanalyticalȱtechniquesȱasȱspecifiedȱinȱtheȱNationalȱ PrimaryȱDrinkingȱWaterȱRegulation,ȱ40ȱCFR,ȱPartȱ141.21ȱ(f),ȱrevisedȱJuneȱ10,ȱ1992,ȱareȱ acceptable).ȱ 3.4.2 ORGANIC AND INORGANIC CHEMICAL CONSTITUENTS Allȱgroundwaterȱshallȱbeȱmaintainedȱfreeȱofȱorganicȱandȱinorganicȱchemicalȱconstituentsȱinȱ concentrationsȱthatȱadverselyȱaffectȱbeneficialȱuses.ȱToȱevaluateȱcomplianceȱwithȱwaterȱqualityȱ objectives,ȱtheȱWaterȱBoardȱwillȱconsiderȱallȱrelevantȱandȱscientificallyȱvalidȱevidence,ȱincludingȱ relevantȱandȱscientificallyȱvalidȱnumericalȱcriteriaȱandȱguidelinesȱdevelopedȱand/orȱpublishedȱbyȱ otherȱagenciesȱandȱorganizationsȱ(e.g.,ȱU.S.ȱEnvironmentalȱProtectionȱAgencyȱ(U.S.ȱEPA),ȱtheȱ StateȱWaterȱBoard,ȱCaliforniaȱDepartmentȱofȱHealthȱServicesȱ(DHS),ȱU.S.ȱFoodȱandȱDrugȱ Administration,ȱNationalȱAcademyȱofȱSciences,ȱCaliforniaȱEnvironmentalȱProtectionȱAgencyȇsȱ (Cal/EPA)ȱOfficeȱofȱEnvironmentalȱHealthȱHazardȱAssessmentȱ(OEHHA),ȱU.S.ȱAgencyȱforȱToxicȱ SubstancesȱandȱDiseaseȱRegistry,ȱCal/EPAȱDepartmentȱofȱToxicȱSubstancesȱControlȱ(DTSC),ȱandȱ otherȱappropriateȱorganizations.)ȱ Atȱaȱminimum,ȱgroundwaterȱdesignatedȱforȱuseȱasȱdomesticȱorȱmunicipalȱsupplyȱ(MUN)ȱshallȱ notȱcontainȱconcentrationsȱofȱconstituentsȱinȱexcessȱofȱtheȱmaximumȱ(MCLs)ȱorȱsecondaryȱ maximumȱcontaminantȱlevelsȱ(SMCLs)ȱspecifiedȱinȱtheȱfollowingȱprovisionsȱofȱTitleȱ22,ȱwhichȱareȱ incorporatedȱbyȱreferenceȱintoȱthisȱplan:ȱTablesȱ64431ȬAȱ(InorganicȱChemicals)ȱofȱSectionȱ64431,ȱ Tableȱ64433.2ȬAȱ(Fluoride)ȱofȱSectionȱ64433.2,ȱandȱTableȱ64444ȬAȱ(OrganicȱChemicals)ȱofȱSectionȱ 64444.ȱThisȱincorporationȬbyȬreferenceȱisȱprospective,ȱincludingȱfutureȱchangesȱtoȱtheȱ incorporatedȱprovisionsȱasȱtheȱchangesȱtakeȱeffect.ȱ(SeeȱTableȱ3Ȭ5.)ȱ Groundwaterȱwithȱaȱbeneficialȱuseȱofȱagriculturalȱsupplyȱshallȱnotȱcontainȱconcentrationsȱofȱ chemicalȱconstituentsȱinȱamountsȱthatȱadverselyȱaffectȱsuchȱbeneficialȱuse.ȱInȱdeterminingȱ complianceȱwithȱthisȱobjective,ȱtheȱWaterȱBoardȱwillȱconsiderȱasȱevidenceȱrelevantȱandȱ scientificallyȱvalidȱwaterȱqualityȱgoalsȱfromȱsourcesȱsuchȱasȱtheȱFoodȱandȱAgriculturalȱ OrganizationsȱofȱtheȱUnitedȱNations;ȱUniversityȱofȱCaliforniaȱCooperativeȱExtension,ȱCommitteeȱ ofȱExperts;ȱandȱMcKeeȱandȱWolfȇsȱȈWaterȱQualityȱCriteria,Ȉȱasȱwellȱasȱotherȱrelevantȱandȱ scientificallyȱvalidȱevidence.ȱAtȱaȱminimum,ȱgroundwaterȱdesignatedȱforȱuseȱasȱagriculturalȱ supplyȱ(AGR)ȱshallȱnotȱcontainȱconcentrationsȱofȱconstituentsȱinȱexcessȱofȱtheȱlevelsȱspecifiedȱinȱ Tableȱ3Ȭ6.ȱ Groundwaterȱwithȱaȱbeneficialȱuseȱofȱfreshwaterȱreplenishmentȱshallȱnotȱcontainȱconcentrationsȱ ofȱchemicalsȱinȱamountsȱthatȱwillȱadverselyȱaffectȱtheȱbeneficialȱuseȱofȱtheȱreceivingȱsurfaceȱ water.ȱ G - 37 Water Quality Control Plan for the San Francisco Bay Basin 3Ȭ10ȱ Groundwaterȱwithȱaȱbeneficialȱuseȱofȱindustrialȱserviceȱsupplyȱorȱindustrialȱprocessȱsupplyȱshallȱ notȱcontainȱpollutantȱlevelsȱthatȱimpairȱcurrentȱorȱpotentialȱindustrialȱuses.ȱ 3.4.3 RADIOACTIVITY Atȱaȱminimum,ȱgroundwaterȱdesignatedȱforȱuseȱasȱdomesticȱorȱmunicipalȱsupplyȱ(MUN)ȱshallȱ notȱcontainȱconcentrationsȱofȱradionuclidesȱinȱexcessȱofȱtheȱMCLsȱspecifiedȱinȱTableȱ4ȱ (Radioactivity)ȱofȱSectionȱ64443ȱofȱTitleȱ22,ȱwhichȱisȱincorporatedȱbyȱreferenceȱintoȱthisȱplan.ȱThisȱ incorporationȬbyȬreferenceȱisȱprospective,ȱincludingȱfutureȱchangesȱtoȱtheȱincorporatedȱ provisionsȱasȱtheȱchangesȱtakeȱeffect.ȱ(SeeȱTableȱ3Ȭ5.)ȱ 3.4.4 TASTE AND ODOR Groundwaterȱdesignatedȱforȱuseȱasȱdomesticȱorȱmunicipalȱsupplyȱ(MUN)ȱshallȱnotȱcontainȱtasteȬȱ orȱodorȬproducingȱsubstancesȱinȱconcentrationsȱthatȱcauseȱaȱnuisanceȱorȱadverselyȱaffectȱ beneficialȱuses.ȱAtȱaȱminimum,ȱgroundwaterȱdesignatedȱforȱuseȱasȱdomesticȱorȱmunicipalȱsupplyȱ shallȱnotȱcontainȱconcentrationsȱinȱexcessȱofȱtheȱSMCLsȱspecifiedȱinȱTablesȱ64449ȬAȱ(Secondaryȱ MCLsȬConsumerȱAcceptanceȱLimits)ȱandȱ64449ȬBȱ(SecondaryȱMCLsȬRanges)ȱofȱSectionȱ64449ȱofȱ Titleȱ22,ȱwhichȱisȱincorporatedȱbyȱreferenceȱintoȱthisȱplan.ȱThisȱincorporationȬbyȬreferenceȱisȱ prospective,ȱincludingȱfutureȱchangesȱtoȱtheȱincorporatedȱprovisionsȱasȱtheȱchangesȱtakeȱeffect.ȱ (SeeȱTableȱ3Ȭ5.)ȱ 3.5 OBJECTIVES FOR THE DELTA TheȱobjectivesȱcontainedȱinȱtheȱStateȱWaterȱBoardȇsȱ1995ȱȈWaterȱQualityȱControlȱPlanȱforȱtheȱSanȱ FranciscoȱBay/SacramentoȬSanȱJoaquinȱDeltaȱEstuaryȈȱandȱanyȱrevisionsȱtheretoȱshallȱapplyȱtoȱ theȱwatersȱofȱtheȱSacramentoȬSanȱJoaquinȱDeltaȱandȱadjacentȱwatersȱasȱspecifiedȱinȱthatȱplan.ȱ 3.6 OBJECTIVES FOR ALAMEDA CREEK WATERSHED TheȱwaterȱqualityȱobjectivesȱcontainedȱinȱTableȱ3Ȭ7ȱapplyȱtoȱtheȱsurfaceȱandȱgroundwatersȱofȱtheȱ AlamedaȱCreekȱwatershedȱaboveȱNiles.ȱ WastewaterȱdischargesȱthatȱcauseȱtheȱsurfaceȱwaterȱlimitsȱinȱTableȱ3Ȭ7ȱtoȱbeȱexceededȱmayȱbeȱ allowedȱifȱtheyȱareȱpartȱofȱanȱoverallȱwastewaterȱresourceȱoperationalȱprogramȱdevelopedȱbyȱ thoseȱagenciesȱaffectedȱandȱapprovedȱbyȱtheȱWaterȱBoard.ȱ TABLES Tableȱ3Ȭ1:ȱWaterȱQualityȱObjectivesȱforȱBacteriaȱ Tableȱ3Ȭ2:ȱU.S.ȱEPAȱBacteriologicalȱCriteriaȱforȱWaterȱContactȱRecreationȱ Tableȱ3Ȭ3:ȱMarineȱWaterȱQualityȱObjectivesȱforȱToxicȱPollutantsȱforȱSurfaceȱWatersȱ Tableȱ3Ȭ3A:ȱWaterȱQualityȱObjectivesȱforȱCopperȱandȱNickelȱinȱSanȱFranciscoȱBayȱSegmentsȱ G - 38 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 Appendix B Descriptions of Beneficial Uses G - 39 Water Quality Control Plan for the San Francisco Bay Basin ȱ 2Ȭ1ȱ CHAPTER 2: BENEFICIAL USES StateȱpolicyȱforȱwaterȱqualityȱcontrolȱinȱCaliforniaȱisȱdirectedȱtowardȱachievingȱtheȱhighestȱwaterȱ qualityȱconsistentȱwithȱmaximumȱbenefitȱtoȱtheȱpeopleȱofȱtheȱstate.ȱAquaticȱecosystemsȱandȱ undergroundȱaquifersȱprovideȱmanyȱdifferentȱbenefitsȱtoȱtheȱpeopleȱofȱtheȱstate.ȱTheȱbeneficialȱ usesȱdescribedȱinȱdetailȱinȱthisȱchapterȱdefineȱtheȱresources,ȱservices,ȱandȱqualitiesȱofȱtheseȱ aquaticȱsystemsȱthatȱareȱtheȱultimateȱgoalsȱofȱprotectingȱandȱachievingȱhighȱwaterȱquality.ȱTheȱ WaterȱBoardȱisȱchargedȱwithȱprotectingȱallȱtheseȱusesȱfromȱpollutionȱandȱnuisanceȱthatȱmayȱ occurȱasȱaȱresultȱofȱwasteȱdischargesȱinȱtheȱregion.ȱBeneficialȱusesȱofȱwatersȱofȱtheȱStateȱpresentedȱ hereȱserveȱasȱaȱbasisȱforȱestablishingȱwaterȱqualityȱobjectivesȱandȱdischargeȱprohibitionsȱtoȱattainȱ theseȱgoals.ȱ Beneficialȱuseȱdesignationsȱforȱanyȱgivenȱwaterȱbodyȱdoȱnotȱruleȱoutȱtheȱpossibilityȱthatȱotherȱ beneficialȱusesȱexistȱorȱhaveȱtheȱpotentialȱtoȱexist.ȱExistingȱbeneficialȱusesȱthatȱhaveȱnotȱbeenȱ formallyȱdesignatedȱinȱthisȱBasinȱPlanȱareȱprotectedȱwhetherȱorȱnotȱtheyȱareȱidentified.ȱWhileȱtheȱ tablesȱinȱthisȱChapterȱlistȱaȱlarge,ȱrepresentativeȱportionȱofȱtheȱwaterȱbodiesȱinȱourȱregion,ȱitȱisȱnotȱ practicalȱtoȱlistȱeachȱandȱeveryȱwaterȱbody.ȱ 2.1 DEFINITIONS OF BENEFICIAL USES Theȱfollowingȱdefinitionsȱ(inȱitalic)ȱforȱbeneficialȱusesȱareȱapplicableȱthroughoutȱtheȱentireȱstate.ȱ Aȱbriefȱdescriptionȱofȱtheȱmostȱimportantȱwaterȱqualityȱrequirementsȱforȱeachȱbeneficialȱuseȱ followsȱeachȱdefinitionȱ(inȱalphabeticalȱorderȱbyȱabbreviation).ȱ 2.1.1 AGRICULTURAL SUPPLY (AGR) Usesȱofȱwaterȱforȱfarming,ȱhorticulture,ȱorȱranching,ȱincluding,ȱbutȱnotȱlimitedȱto,ȱirrigation,ȱstockȱ watering,ȱorȱsupportȱofȱvegetationȱforȱrangeȱgrazing.ȱ Theȱcriteriaȱdiscussedȱunderȱmunicipalȱandȱdomesticȱwaterȱsupplyȱ(MUN)ȱalsoȱeffectivelyȱ protectȱfarmsteadȱuses.ȱToȱestablishȱwaterȱqualityȱcriteriaȱforȱlivestockȱwaterȱsupply,ȱtheȱWaterȱ Boardȱmustȱconsiderȱtheȱrelationshipȱofȱwaterȱtoȱtheȱtotalȱdiet,ȱincludingȱwaterȱfreelyȱdrunk,ȱ moistureȱcontentȱofȱfeed,ȱandȱinteractionsȱbetweenȱirrigationȱwaterȱqualityȱandȱfeedȱquality.ȱTheȱ UniversityȱofȱCaliforniaȱCooperativeȱExtensionȱhasȱdevelopedȱthresholdȱandȱlimitingȱ concentrationsȱforȱlivestockȱandȱirrigationȱwater.ȱContinuedȱirrigationȱoftenȱleadsȱtoȱoneȱorȱmoreȱ ofȱfourȱtypesȱofȱhazardsȱrelatedȱtoȱwaterȱqualityȱandȱtheȱnatureȱofȱsoilsȱandȱcrops.ȱTheseȱhazardsȱ areȱ(1)ȱsolubleȱsaltȱaccumulations,ȱ(2)ȱchemicalȱchangesȱinȱtheȱsoil,ȱ(3)ȱtoxicityȱtoȱcrops,ȱandȱ(4)ȱ potentialȱdiseaseȱtransmissionȱtoȱhumansȱthroughȱreclaimedȱwaterȱuse.ȱIrrigationȱwaterȱ classificationȱsystems,ȱarableȱsoilȱclassificationȱsystems,ȱandȱpublicȱhealthȱcriteriaȱrelatedȱtoȱreuseȱ ofȱwastewaterȱhaveȱbeenȱdevelopedȱwithȱconsiderationȱgivenȱtoȱtheseȱhazards.ȱ 2.1.2 AREAS OF SPECIAL BIOLOGICAL SIGNIFICANCE (ASBS) AreasȱdesignatedȱbyȱtheȱStateȱWaterȱBoard.ȱ Theseȱincludeȱmarineȱlifeȱrefuges,ȱecologicalȱreserves,ȱandȱdesignatedȱareasȱwhereȱtheȱ preservationȱandȱenhancementȱofȱnaturalȱresourcesȱrequiresȱspecialȱprotection.ȱInȱtheseȱareas,ȱ G - 40 Water Quality Control Plan for the San Francisco Bay Basin ȱ 2Ȭ2ȱ alterationȱofȱnaturalȱwaterȱqualityȱisȱundesirable.ȱTheȱareasȱthatȱhaveȱbeenȱdesignatedȱasȱASBSȱinȱ thisȱRegionȱareȱBirdȱRock,ȱPointȱReyesȱHeadlandȱReserveȱandȱExtension,ȱDoubleȱPoint,ȱDuxburyȱ ReefȱReserveȱandȱExtension,ȱFarallonȱIslands,ȱandȱJamesȱV.ȱFitzgeraldȱMarineȱReserve,ȱdepictedȱ inȱFigureȱ2Ȭ1.ȱTheȱCaliforniaȱOceanȱPlanȱprohibitsȱwasteȱdischargesȱinto,ȱandȱrequiresȱwastesȱtoȱ beȱdischargedȱatȱaȱsufficientȱdistanceȱfrom,ȱtheseȱareasȱtoȱassureȱmaintenanceȱofȱnaturalȱwaterȱ qualityȱconditions.ȱTheseȱareasȱhaveȱbeenȱdesignatedȱasȱaȱsubsetȱofȱStateȱWaterȱQualityȱ ProtectionȱAreasȱasȱperȱtheȱPublicȱResourcesȱCode.ȱ 2.1.3 COLD FRESHWATER HABITAT (COLD) Usesȱofȱwaterȱthatȱsupportȱcoldȱwaterȱecosystems,ȱincluding,ȱbutȱnotȱlimitedȱto,ȱpreservationȱorȱ enhancementȱofȱaquaticȱhabitats,ȱvegetation,ȱfish,ȱorȱwildlife,ȱincludingȱinvertebrates.ȱ Coldȱfreshwaterȱhabitatsȱgenerallyȱsupportȱtroutȱandȱmayȱsupportȱanadromousȱsalmonȱandȱ steelheadȱfisheriesȱasȱwell.ȱColdȱwaterȱhabitatsȱareȱcommonlyȱwellȬoxygenated.ȱLifeȱwithinȱtheseȱ watersȱisȱrelativelyȱintolerantȱtoȱenvironmentalȱstresses.ȱOften,ȱsoftȱwatersȱfeedȱcoldȱwaterȱ habitats.ȱTheseȱwatersȱrenderȱfishȱmoreȱsusceptibleȱtoȱtoxicȱmetals,ȱsuchȱasȱcopper,ȱbecauseȱofȱ theirȱlowerȱbufferingȱcapacity.ȱ 2.1.4 COMMERCIAL AND SPORT FISHING (COMM) Usesȱofȱwaterȱforȱcommercialȱorȱrecreationalȱcollectionȱofȱfish,ȱshellfish,ȱorȱotherȱorganisms,ȱincluding,ȱbutȱ notȱlimitedȱto,ȱusesȱinvolvingȱorganismsȱintendedȱforȱhumanȱconsumptionȱorȱbaitȱpurposes.ȱ Toȱmaintainȱfishing,ȱtheȱaquaticȱlifeȱhabitatsȱwhereȱfishȱreproduceȱandȱseekȱtheirȱfoodȱmustȱbeȱ protected.ȱHabitatȱprotectionȱisȱunderȱdescriptionsȱofȱotherȱbeneficialȱuses.ȱ 2.1.5 ESTUARINE HABITAT (EST) Usesȱofȱwaterȱthatȱsupportȱestuarineȱecosystems,ȱincluding,ȱbutȱnotȱlimitedȱto,ȱpreservationȱorȱ enhancementȱofȱestuarineȱhabitats,ȱvegetation,ȱfish,ȱshellfish,ȱorȱwildlifeȱ(e.g.,ȱestuarineȱmammals,ȱ waterfowl,ȱshorebirds),ȱandȱtheȱpropagation,ȱsustenance,ȱandȱmigrationȱofȱestuarineȱorganisms.ȱ Estuarineȱhabitatȱprovidesȱanȱessentialȱandȱuniqueȱhabitatȱthatȱservesȱtoȱacclimateȱanadromousȱ fishesȱ(e.g.,ȱsalmon,ȱstripedȱbass)ȱmigratingȱintoȱfreshȱorȱmarineȱwaterȱconditions.ȱTheȱprotectionȱ ofȱestuarineȱhabitatȱisȱcontingentȱuponȱ(1)ȱtheȱmaintenanceȱofȱadequateȱDeltaȱoutflowȱtoȱprovideȱ mixingȱandȱsalinityȱcontrol;ȱandȱ(2)ȱprovisionsȱtoȱprotectȱwildlifeȱhabitatȱassociatedȱwithȱ marshlandsȱandȱtheȱBayȱperipheryȱ(i.e.,ȱpreventionȱofȱfillȱactivities).ȱEstuarineȱhabitatȱisȱgenerallyȱ associatedȱwithȱmoderateȱseasonalȱfluctuationsȱinȱdissolvedȱoxygen,ȱpH,ȱandȱtemperatureȱandȱ withȱaȱwideȱrangeȱinȱturbidity.ȱ 2.1.6 FRESHWATER REPLENISHMENT (FRESH) Usesȱofȱwaterȱforȱnaturalȱorȱartificialȱmaintenanceȱofȱsurfaceȱwaterȱquantityȱorȱquality.ȱ Freshȱwaterȱinputsȱareȱimportantȱforȱmaintainingȱsalinityȱbalance,ȱflow,ȱand/orȱwaterȱquantityȱforȱ suchȱsurfaceȱwaterȱbodiesȱasȱmarshes,ȱwetlands,ȱandȱlakes.ȱ G - 41 Water Quality Control Plan for the San Francisco Bay Basin ȱ 2Ȭ3ȱ 2.1.7 GROUNDWATER RECHARGE (GWR) Usesȱofȱwaterȱforȱnaturalȱorȱartificialȱrechargeȱofȱgroundwaterȱforȱpurposesȱofȱfutureȱextraction,ȱ maintenanceȱofȱwaterȱquality,ȱorȱhaltingȱsaltwaterȱintrusionȱintoȱfreshwaterȱaquifers.ȱ Theȱrequirementsȱforȱgroundwaterȱrechargeȱoperationsȱgenerallyȱreflectȱtheȱfutureȱuseȱtoȱbeȱ madeȱofȱtheȱwaterȱstoredȱunderground.ȱInȱsomeȱcases,ȱrechargeȱoperationsȱmayȱbeȱconductedȱtoȱ preventȱseawaterȱintrusion.ȱInȱtheseȱcases,ȱtheȱqualityȱofȱrechargedȱwatersȱmayȱnotȱdirectlyȱaffectȱ qualityȱatȱtheȱwellfieldȱbeingȱprotected.ȱRechargeȱoperationsȱareȱoftenȱlimitedȱbyȱexcessiveȱ suspendedȱsedimentȱorȱturbidityȱthatȱcanȱclogȱtheȱsurfaceȱofȱrechargeȱpits,ȱbasins,ȱorȱwells.ȱ UnderȱtheȱstateȱAntidegradationȱPolicy,ȱtheȱqualityȱofȱsomeȱofȱtheȱwatersȱofȱtheȱstateȱisȱhigherȱ thanȱestablishedȱbyȱadoptedȱpolicies.ȱItȱisȱtheȱintentȱofȱthisȱpolicyȱtoȱmaintainȱthatȱexistingȱhigherȱ waterȱqualityȱtoȱtheȱmaximumȱextentȱpossible.ȱ Requirementsȱforȱgroundwaterȱrecharge,ȱtherefore,ȱshallȱimposeȱtheȱBestȱAvailableȱTechnologyȱ (BAT)ȱorȱBestȱManagementȱPracticesȱ(BMPs)ȱforȱcontrolȱofȱtheȱdischargeȱasȱnecessaryȱtoȱassureȱ theȱhighestȱqualityȱconsistentȱwithȱmaximumȱbenefitȱtoȱtheȱpeopleȱofȱtheȱstate.ȱAdditionally,ȱitȱ mustȱbeȱrecognizedȱthatȱgroundwaterȱrechargeȱoccursȱnaturallyȱinȱmanyȱareasȱfromȱstreamsȱandȱ reservoirs.ȱThisȱrechargeȱmayȱhaveȱlittleȱimpactȱonȱtheȱqualityȱofȱgroundwatersȱunderȱnormalȱ circumstances,ȱbutȱitȱmayȱactȱtoȱtransportȱpollutantsȱfromȱtheȱrechargingȱwaterȱbodyȱtoȱtheȱ groundwater.ȱTherefore,ȱgroundwaterȱrechargeȱmustȱbeȱconsideredȱwhenȱrequirementsȱareȱ established.ȱ 2.1.8 INDUSTRIAL SERVICE SUPPLY (IND) Usesȱofȱwaterȱforȱindustrialȱactivitiesȱthatȱdoȱnotȱdependȱprimarilyȱonȱwaterȱquality,ȱincluding,ȱbutȱnotȱ limitedȱto,ȱmining,ȱcoolingȱwaterȱsupply,ȱhydraulicȱconveyance,ȱgravelȱwashing,ȱfireȱprotection,ȱandȱoilȱ wellȱrepressurization.ȱ Mostȱindustrialȱserviceȱsuppliesȱhaveȱessentiallyȱnoȱwaterȱqualityȱlimitationsȱexceptȱforȱgrossȱ constraints,ȱsuchȱasȱfreedomȱfromȱunusualȱdebris.ȱ 2.1.9 MARINE HABITAT (MAR) Usesȱofȱwaterȱthatȱsupportȱmarineȱecosystems,ȱincluding,ȱbutȱnotȱlimitedȱto,ȱpreservationȱorȱenhancementȱ ofȱmarineȱhabitats,ȱvegetationȱsuchȱasȱkelp,ȱfish,ȱshellfish,ȱorȱwildlifeȱ(e.g.,ȱmarineȱmammals,ȱshorebirds).ȱ Inȱmanyȱcases,ȱtheȱprotectionȱofȱmarineȱhabitatȱwillȱbeȱaccomplishedȱbyȱmeasuresȱthatȱprotectȱ wildlifeȱhabitatȱgenerally,ȱbutȱmoreȱstringentȱcriteriaȱmayȱbeȱnecessaryȱforȱwaterfowlȱmarshesȱ andȱotherȱhabitats,ȱsuchȱasȱthoseȱforȱshellfishȱandȱmarineȱfishes.ȱSomeȱmarineȱhabitats,ȱsuchȱasȱ importantȱintertidalȱzonesȱandȱkelpȱbeds,ȱmayȱrequireȱspecialȱprotection.ȱ 2.1.10 FISH MIGRATION (MIGR) Usesȱofȱwaterȱthatȱsupportȱhabitatsȱnecessaryȱforȱmigration,ȱacclimatizationȱbetweenȱfreshȱwaterȱandȱsaltȱ water,ȱandȱprotectionȱofȱaquaticȱorganismsȱthatȱareȱtemporaryȱinhabitantsȱofȱwatersȱwithinȱtheȱregion.ȱ G - 42 Water Quality Control Plan for the San Francisco Bay Basin ȱ 2Ȭ4ȱ Theȱwaterȱqualityȱprovisionsȱacceptableȱtoȱcoldȱwaterȱfishȱgenerallyȱprotectȱanadromousȱfishȱasȱ well.ȱHowever,ȱparticularȱattentionȱmustȱbeȱpaidȱtoȱmaintainingȱzonesȱofȱpassage.ȱAnyȱbarrierȱtoȱ migrationȱorȱfreeȱmovementȱofȱmigratoryȱfishȱisȱharmful.ȱNaturalȱtidalȱmovementȱinȱestuariesȱ andȱunimpededȱriverȱflowsȱareȱnecessaryȱtoȱsustainȱmigratoryȱfishȱandȱtheirȱoffspring.ȱAȱwaterȱ qualityȱbarrier,ȱwhetherȱthermal,ȱphysical,ȱorȱchemical,ȱcanȱdestroyȱtheȱintegrityȱofȱtheȱmigrationȱ routeȱandȱleadȱtoȱtheȱrapidȱdeclineȱofȱdependentȱfisheries.ȱ WaterȱqualityȱmayȱvaryȱthroughȱaȱzoneȱofȱpassageȱasȱaȱresultȱofȱnaturalȱorȱhumanȬȱinducedȱ activities.ȱFreshȱwaterȱenteringȱestuariesȱmayȱfloatȱonȱtheȱsurfaceȱofȱtheȱdenserȱsaltȱwaterȱorȱhugȱ oneȱshoreȱasȱaȱresultȱofȱdensityȱdifferencesȱrelatedȱtoȱwaterȱtemperature,ȱsalinity,ȱorȱsuspendedȱ matter.ȱ 2.1.11 MUNICIPAL AND DOMESTIC SUPPLY (MUN) Usesȱofȱwaterȱforȱcommunity,ȱmilitary,ȱorȱindividualȱwaterȱsupplyȱsystems,ȱincluding,ȱbutȱnotȱlimitedȱto,ȱ drinkingȱwaterȱsupply.ȱ Theȱprincipalȱissuesȱinvolvingȱmunicipalȱwaterȱsupplyȱqualityȱareȱ(1)ȱprotectionȱofȱpublicȱhealth;ȱ (2)ȱaestheticȱacceptabilityȱofȱtheȱwater;ȱandȱ(3)ȱtheȱeconomicȱimpactsȱassociatedȱwithȱtreatmentȬȱ orȱqualityȬrelatedȱdamages.ȱ Theȱhealthȱaspectsȱbroadlyȱrelateȱto:ȱdirectȱdiseaseȱtransmission,ȱsuchȱasȱtheȱpossibilityȱofȱ contractingȱtyphoidȱfeverȱorȱcholeraȱfromȱcontaminatedȱwater;ȱtoxicȱeffects,ȱsuchȱasȱlinksȱ betweenȱnitrateȱandȱmethemoglobinemiaȱ(blueȱbabies);ȱandȱincreasedȱsusceptibilityȱtoȱdisease,ȱ suchȱasȱlinksȱbetweenȱhalogenatedȱorganicȱcompoundsȱandȱcancer.ȱ Aestheticȱacceptanceȱvariesȱwidelyȱdependingȱonȱtheȱnatureȱofȱtheȱsupplyȱsourceȱtoȱwhichȱpeopleȱ haveȱbecomeȱaccustomed.ȱHowever,ȱtheȱparametersȱofȱgeneralȱconcernȱareȱexcessiveȱhardness,ȱ unpleasantȱodorȱorȱtaste,ȱturbidity,ȱandȱcolor.ȱInȱeachȱcase,ȱtreatmentȱcanȱimproveȱacceptabilityȱ althoughȱitsȱcostȱmayȱnotȱbeȱeconomicallyȱjustifiedȱwhenȱalternativeȱwaterȱsupplyȱsourcesȱofȱ suitableȱqualityȱareȱavailable.ȱ PublishedȱwaterȱqualityȱobjectivesȱgiveȱlimitsȱforȱknownȱhealthȬrelatedȱconstituentsȱandȱmostȱ propertiesȱaffectingȱpublicȱacceptance.ȱTheseȱobjectivesȱforȱdrinkingȱwaterȱincludeȱtheȱU.S.ȱ EnvironmentalȱProtectionȱAgencyȱDrinkingȱWaterȱStandardsȱandȱtheȱCaliforniaȱStateȱ DepartmentȱofȱHealthȱServicesȱcriteria.ȱ 2.1.12 NAVIGATION (NAV) Usesȱofȱwaterȱforȱshipping,ȱtravel,ȱorȱotherȱtransportationȱbyȱprivate,ȱmilitary,ȱorȱcommercialȱvessels.ȱ Navigationȱisȱaȱdesignatedȱuseȱwhereȱwaterȱisȱusedȱforȱshipping,ȱtravel,ȱorȱotherȱtransportationȱ byȱprivate,ȱmilitary,ȱorȱcommercialȱvessels.ȱ 2.1.13 INDUSTRIAL PROCESS SUPPLY (PROC) Usesȱofȱwaterȱforȱindustrialȱactivitiesȱthatȱdependȱprimarilyȱonȱwaterȱquality.ȱ G - 43 Water Quality Control Plan for the San Francisco Bay Basin ȱ 2Ȭ5ȱ Waterȱqualityȱrequirementsȱdifferȱwidelyȱforȱtheȱmanyȱindustrialȱprocessesȱinȱuseȱtoday.ȱSoȱmanyȱ specificȱindustrialȱprocessesȱexistȱwithȱdifferingȱwaterȱqualityȱrequirementsȱthatȱnoȱmeaningfulȱ criteriaȱcanȱbeȱestablishedȱgenerallyȱforȱqualityȱofȱrawȱwaterȱsupplies.ȱFortunately,ȱthisȱisȱnotȱaȱ seriousȱshortcoming,ȱsinceȱcurrentȱwaterȱtreatmentȱtechnologyȱcanȱcreateȱdesiredȱproductȱwatersȱ tailoredȱforȱspecificȱuses.ȱ 2.1.14 PRESERVATION OF RARE AND ENDANGERED SPECIES (RARE) Usesȱofȱwatersȱthatȱsupportȱhabitatsȱnecessaryȱforȱtheȱsurvivalȱandȱsuccessfulȱmaintenanceȱofȱplantȱorȱ animalȱspeciesȱestablishedȱunderȱstateȱand/orȱfederalȱlawȱasȱrare,ȱthreatened,ȱorȱendangered.ȱ Theȱwaterȱqualityȱcriteriaȱtoȱbeȱachievedȱthatȱwouldȱencourageȱdevelopmentȱandȱprotectionȱofȱ rareȱandȱendangeredȱspeciesȱshouldȱbeȱtheȱsameȱasȱthoseȱforȱprotectionȱofȱfishȱandȱwildlifeȱ habitatsȱgenerally.ȱHowever,ȱwhereȱrareȱorȱendangeredȱspeciesȱexist,ȱspecialȱcontrolȱ requirementsȱmayȱbeȱnecessaryȱtoȱassureȱattainmentȱandȱmaintenanceȱofȱparticularȱqualityȱ criteria,ȱwhichȱmayȱvaryȱslightlyȱwithȱtheȱenvironmentalȱneedsȱofȱeachȱparticularȱspecies.ȱCriteriaȱ forȱspeciesȱusingȱareasȱofȱspecialȱbiologicalȱsignificanceȱshouldȱlikewiseȱbeȱderivedȱfromȱtheȱ generalȱcriteriaȱforȱtheȱhabitatȱtypesȱinvolved,ȱwithȱspecialȱmanagementȱdiligenceȱgivenȱwhereȱ required.ȱ 2.1.15 WATER CONTACT RECREATION (REC1) Usesȱofȱwaterȱforȱrecreationalȱactivitiesȱinvolvingȱbodyȱcontactȱwithȱwaterȱwhereȱingestionȱofȱwaterȱisȱ reasonablyȱpossible.ȱTheseȱusesȱinclude,ȱbutȱareȱnotȱlimitedȱto,ȱswimming,ȱwading,ȱwaterȬskiing,ȱskinȱandȱ scubaȱdiving,ȱsurfing,ȱwhitewaterȱactivities,ȱfishing,ȱandȱusesȱofȱnaturalȱhotȱsprings.ȱ Waterȱcontactȱimpliesȱaȱriskȱofȱwaterborneȱdiseaseȱtransmissionȱandȱinvolvesȱhumanȱhealth;ȱ accordingly,ȱcriteriaȱrequiredȱtoȱprotectȱthisȱuseȱareȱmoreȱstringentȱthanȱthoseȱforȱmoreȱcasualȱ waterȬorientedȱrecreation.ȱ Excessiveȱalgalȱgrowthȱhasȱreducedȱtheȱvalueȱofȱshorelineȱrecreationȱareasȱinȱsomeȱcases,ȱ particularlyȱforȱswimming.ȱWhereȱalgalȱgrowthsȱexistȱinȱnuisanceȱproportions,ȱparticularlyȱ bluegreenȱalgae,ȱallȱrecreationalȱwaterȱuses,ȱincludingȱfishing,ȱtendȱtoȱsuffer.ȱ Oneȱcriterionȱtoȱprotectȱtheȱaestheticȱqualityȱofȱwatersȱusedȱforȱrecreationȱfromȱexcessiveȱalgalȱ growthȱisȱbasedȱonȱchlorophyllȱa.ȱ Publicȱaccessȱtoȱdrinkingȱwaterȱreservoirsȱisȱlimitedȱorȱprohibitedȱbyȱreservoirȱowner/operatorsȱ forȱpurposesȱofȱprotectingȱdrinkingȱwaterȱqualityȱandȱpublicȱhealth.ȱInȱsomeȱcases,ȱaccessȱtoȱ reservoirȱtributariesȱisȱalsoȱprohibited.ȱForȱtheseȱwaterȱbodies,ȱRECȬ1ȱisȱdesignatedȱasȱE*,ȱforȱtheȱ purposeȱofȱprotectingȱwaterȱquality.ȱNoȱrightȱtoȱpublicȱaccessȱisȱintendedȱbyȱthisȱdesignation.ȱ 2.1.16 NONCONTACT WATER RECREATION (REC2) Usesȱofȱwaterȱforȱrecreationalȱactivitiesȱinvolvingȱproximityȱtoȱwater,ȱbutȱnotȱnormallyȱinvolvingȱcontactȱ withȱwaterȱwhereȱwaterȱingestionȱisȱreasonablyȱpossible.ȱTheseȱusesȱinclude,ȱbutȱareȱnotȱlimitedȱto,ȱ picnicking,ȱsunbathing,ȱhiking,ȱbeachcombing,ȱcamping,ȱboating,ȱtideȱpoolȱandȱmarineȱlifeȱstudy,ȱhunting,ȱ sightseeing,ȱorȱaestheticȱenjoymentȱinȱconjunctionȱwithȱtheȱaboveȱactivities.ȱ G - 44 Water Quality Control Plan for the San Francisco Bay Basin ȱ 2Ȭ6ȱ Waterȱqualityȱconsiderationsȱrelevantȱtoȱnoncontactȱwaterȱrecreation,ȱsuchȱasȱhiking,ȱcamping,ȱorȱ boating,ȱandȱthoseȱactivitiesȱrelatedȱtoȱtideȱpoolȱorȱotherȱnatureȱstudiesȱrequireȱprotectionȱofȱ habitatsȱandȱaestheticȱfeatures.ȱInȱsomeȱcases,ȱpreservationȱofȱaȱnaturalȱwildernessȱconditionȱisȱ justified,ȱparticularlyȱwhenȱnatureȱstudyȱisȱaȱmajorȱdedicatedȱuse.ȱ Oneȱcriterionȱtoȱprotectȱtheȱaestheticȱqualityȱofȱwatersȱusedȱforȱrecreationȱfromȱexcessiveȱalgalȱ growthȱisȱbasedȱonȱchlorophyllȱa.ȱ 2.1.17 SHELLFISH HARVESTING (SHELL) UsesȱofȱwaterȱthatȱsupportȱhabitatsȱsuitableȱforȱtheȱcollectionȱofȱcrustaceansȱandȱfilterȬfeedingȱshellfishȱ (e.g.,ȱclams,ȱoysters,ȱandȱmussels)ȱforȱhumanȱconsumption,ȱcommercial,ȱorȱsportȱpurposes.ȱ Shellfishȱharvestingȱareasȱrequireȱprotectionȱandȱmanagementȱtoȱpreserveȱtheȱresourceȱandȱ protectȱpublicȱhealth.ȱTheȱpotentialȱforȱdiseaseȱtransmissionȱandȱdirectȱpoisoningȱofȱhumansȱisȱofȱ considerableȱconcernȱinȱshellfishȱregulation.ȱTheȱbacteriologicalȱcriteriaȱforȱtheȱopenȱocean,ȱbays,ȱ andȱestuarineȱwatersȱwhereȱshellfishȱcultivationȱandȱharvestingȱoccurȱshouldȱconformȱwithȱtheȱ standardsȱdescribedȱinȱtheȱNationalȱShellfishȱSanitationȱProgram,ȱManualȱofȱOperation.ȱ Toxicȱmetalsȱcanȱaccumulateȱinȱshellfish.ȱMercuryȱandȱcadmiumȱareȱtwoȱmetalsȱknownȱtoȱhaveȱ causedȱextremelyȱdisablingȱeffectsȱinȱhumansȱwhoȱconsumedȱshellfishȱthatȱconcentratedȱtheseȱ elementsȱfromȱindustrialȱwasteȱdischarges.ȱOtherȱelements,ȱradioactiveȱisotopes,ȱandȱcertainȱ toxinsȱproducedȱbyȱparticularȱplanktonȱspeciesȱalsoȱconcentrateȱinȱshellfishȱtissue.ȱDocumentedȱ casesȱofȱparalyticȱshellfishȱpoisoningȱareȱnotȱuncommonȱinȱCalifornia.ȱ 2.1.18 FISH SPAWNING (SPWN) Usesȱofȱwaterȱthatȱsupportȱhighȱqualityȱaquaticȱhabitatsȱsuitableȱforȱreproductionȱandȱearlyȱdevelopmentȱofȱ fish.ȱ Dissolvedȱoxygenȱlevelsȱinȱspawningȱareasȱshouldȱideallyȱapproachȱsaturationȱlevels.ȱFreeȱ movementȱofȱwaterȱisȱessentialȱtoȱmaintainȱwellȬoxygenatedȱconditionsȱaroundȱeggsȱdepositedȱinȱ sediments.ȱWaterȱtemperature,ȱsizeȱdistributionȱandȱorganicȱcontentȱofȱsediments,ȱwaterȱdepth,ȱ andȱcurrentȱvelocityȱareȱalsoȱimportantȱdeterminantsȱofȱspawningȱareaȱadequacy.ȱ 2.1.19 WARM FRESHWATER HABITAT (WARM) Usesȱofȱwaterȱthatȱsupportȱwarmȱwaterȱecosystemsȱincluding,ȱbutȱnotȱlimitedȱto,ȱpreservationȱorȱ enhancementȱofȱaquaticȱhabitats,ȱvegetation,ȱfish,ȱorȱwildlife,ȱincludingȱinvertebrates.ȱ Theȱwarmȱfreshwaterȱhabitatsȱsupportingȱbass,ȱbluegill,ȱperch,ȱandȱotherȱfishȱareȱgenerallyȱlakesȱ andȱreservoirs,ȱalthoughȱsomeȱminorȱstreamsȱwillȱserveȱthisȱpurposeȱwhereȱstreamȱflowȱisȱ sufficientȱtoȱsustainȱtheȱfishery.ȱTheȱhabitatȱisȱalsoȱimportantȱtoȱaȱvarietyȱofȱnonfishȱspecies,ȱsuchȱ asȱfrogs,ȱcrayfish,ȱandȱinsects,ȱwhichȱprovideȱfoodȱforȱfishȱandȱsmallȱmammals.ȱThisȱhabitatȱisȱ lessȱsensitiveȱtoȱenvironmentalȱchanges,ȱbutȱmoreȱdiverseȱthanȱtheȱcoldȱfreshwaterȱhabitat,ȱandȱ naturalȱfluctuationsȱinȱtemperature,ȱdissolvedȱoxygen,ȱpH,ȱandȱturbidityȱareȱusuallyȱgreater.ȱ G - 45 Water Quality Control Plan for the San Francisco Bay Basin ȱ 2Ȭ7ȱ 2.1.20 WILDLIFE HABITAT (WILD) Usesȱofȱwatersȱthatȱsupportȱwildlifeȱhabitats,ȱincluding,ȱbutȱnotȱlimitedȱto,ȱtheȱpreservationȱandȱ enhancementȱofȱvegetationȱandȱpreyȱspeciesȱusedȱbyȱwildlife,ȱsuchȱasȱwaterfowl.ȱ Theȱtwoȱmostȱimportantȱtypesȱofȱwildlifeȱhabitatȱareȱriparianȱandȱwetlandȱhabitats.ȱTheseȱ habitatsȱcanȱbeȱthreatenedȱbyȱdevelopment,ȱerosion,ȱandȱsedimentation,ȱasȱwellȱasȱbyȱpoorȱwaterȱ quality.ȱ Theȱwaterȱqualityȱrequirementsȱofȱwildlifeȱpertainȱtoȱtheȱwaterȱdirectlyȱingested,ȱtheȱaquaticȱ habitatȱitself,ȱandȱtheȱeffectȱofȱwaterȱqualityȱonȱtheȱproductionȱofȱfoodȱmaterials.ȱWaterfowlȱ habitatȱisȱparticularlyȱsensitiveȱtoȱchangesȱinȱwaterȱquality.ȱDissolvedȱoxygen,ȱpH,ȱalkalinity,ȱ salinity,ȱturbidity,ȱsettleableȱmatter,ȱoil,ȱtoxicants,ȱandȱspecificȱdiseaseȱorganismsȱareȱwaterȱ qualityȱcharacteristicsȱparticularlyȱimportantȱtoȱwaterfowlȱhabitat.ȱDissolvedȱoxygenȱisȱneededȱinȱ waterfowlȱhabitatsȱtoȱsuppressȱdevelopmentȱofȱbotulismȱorganisms;ȱbotulismȱhasȱkilledȱmillionsȱ ofȱwaterfowl.ȱItȱisȱparticularlyȱimportantȱtoȱmaintainȱadequateȱcirculationȱandȱaerobicȱconditionsȱ inȱshallowȱfringeȱareasȱofȱpondsȱorȱreservoirsȱwhereȱbotulismȱhasȱcausedȱproblems.ȱ 2.2 EXISTING AND POTENTIAL BENEFICIAL USES 2.2.1 SURFACE WATERS SurfaceȱwatersȱinȱtheȱRegionȱconsistȱofȱnonȬtidalȱwetlands,ȱrivers,ȱstreams,ȱandȱlakesȱ(collectivelyȱ describedȱasȱinlandȱsurfaceȱwaters),ȱestuarineȱwetlandsȱknownȱasȱbaylands,ȱestuarineȱwaters,ȱandȱ coastalȱwaters.ȱInȱthisȱRegion,ȱestuarineȱwatersȱconsistȱofȱtheȱBayȱsystemȱincludingȱintertidal,ȱ tidal,ȱandȱsubtidalȱhabitatsȱfromȱtheȱGoldenȱGateȱtoȱtheȱRegion’sȱboundaryȱnearȱPittsburgȱandȱ theȱlowerȱportionsȱofȱstreamsȱthatȱareȱaffectedȱbyȱtidalȱhydrology,ȱsuchȱasȱtheȱNapaȱandȱ PetalumaȱriversȱinȱtheȱnorthȱandȱCoyoteȱandȱSanȱFrancisquitoȱcreeksȱinȱtheȱsouth.ȱ Inlandȱsurfaceȱwatersȱsupportȱorȱcouldȱsupportȱmostȱofȱtheȱbeneficialȱusesȱdescribedȱabove.ȱTheȱ specificȱbeneficialȱusesȱforȱinlandȱstreamsȱincludeȱmunicipalȱandȱdomesticȱsupplyȱ(MUN),ȱ agriculturalȱsupplyȱ(AGR),ȱcommercialȱandȱsportȱfishingȱ(COMM),ȱfreshwaterȱreplenishmentȱ (FRESH),ȱindustrialȱprocessȱsupplyȱ(PRO),ȱgroundwaterȱrechargeȱ(GWR),ȱpreservationȱofȱrareȱ andȱendangeredȱspeciesȱ(RARE),ȱwaterȱcontactȱrecreationȱ(REC1),ȱnoncontactȱwaterȱrecreationȱ (REC2),ȱwildlifeȱhabitatȱ(WILD),ȱcoldȱfreshwaterȱhabitatȱ(COLD),ȱwarmȱfreshwaterȱhabitatȱ (WARM),ȱfishȱmigrationȱ(MIGR),ȱandȱfishȱspawningȱ(SPWN).ȱȱ TheȱSanȱFranciscoȱBayȱEstuaryȱsupportsȱestuarineȱhabitatȱ(EST),ȱindustrialȱserviceȱsupplyȱ(IND),ȱ andȱnavigationȱ(NAV)ȱinȱadditionȱtoȱCOMM,ȱRARE,ȱREC1,ȱREC2,ȱWILD,ȱMIGR,ȱandȱSPWN.ȱ Coastalȱwaters’ȱbeneficialȱusesȱincludeȱwaterȱcontactȱrecreationȱ(REC1);ȱnoncontactȱwaterȱ recreationȱ(REC2);ȱindustrialȱserviceȱsupplyȱ(IND);ȱnavigationȱ(NAV);ȱmarineȱhabitatȱ(MAR);ȱ shellfishȱharvestingȱ(SHELL);ȱcommercialȱandȱsportȱfishingȱ(COMM);ȱwildlifeȱhabitatȱ(WILD),ȱ fishȱmigrationȱ(MIGR),ȱfishȱspawningȱ(SPWN),ȱandȱpreservationȱofȱrareȱandȱendangeredȱspeciesȱ (RARE).ȱInȱaddition,ȱtheȱCaliforniaȱcoastlineȱwithinȱtheȱRegionȱisȱendowedȱwithȱexceptionalȱ scenicȱbeauty.ȱ G - 46 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 Appendix C NRCS Web Soil Survey Information G - 47 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 Appendix C.1 Hydrologic Soil Group G - 48 Ch a b o t C a n a l Al a m o C r e e k Ala m o C a n a l S a n R a m o n C r e e k Dublin C r e e k Ch a b o t C a n a l Ala m o C r e e k Ch a b o t C a n a l Cha b o t C a n a l Cha b o t C a n a l San R a m o n C r e e k Dublin Bl v d 8th St 5th St 6th St Vil l a g e P k w y Do u g h e r t y R d 4th Ave Cr o m w e l l A v e Sebil l e R d Da v i s A v e Amad o r V a l l e y B l v d Ke p p l e r S t S t a g e c o a c h R d Sie r r a C t Johnson Dr S c a r l e t t C t B r i g h t o n D r 12th St Mo n r o e A v e 10th St Be n t C r e e k D r York D r Br y a n t A v e Tamarack Dr Lo r i n g S t Fi r c r e s t L n Sto n e y C r e e k D r 9th St Sierra Ln P e n n D r 7th St Ad a m s A v e Wi l d w o o d R d Power St Ev a n s A v e Fa l l C r e e k R d H o p y a r d R d Vi s t a M o n t e D r 3rd St Cr o s s r i d g e R d La k e D r Maple Dr Lan c a s t e r R d Jones St Dublin Ct Wisteria St Old Ra n c h R d Ede n S t Alc o s t a B l v d Cla r k A v e M u l b e r r y P l Mansfield Ave P r i n c e D r A m a d o r P l a z a R d E m e r a l d A v e Q u a r t z C i r Mo n t e r e y D r Walmsley St P o r t a g e R d De m a r c u s B l v d Houston Pl Ca m p P a r k s B l v d Ta n g e r i n e S t To p a z C i r Cray d o n C i r C h e r r y H i l l s L n T u r q u o i s e S t L o c u s t P l Ir o n H o r s e T r l Hic k o r y L n Ir o n H o r s e P k w y Ve n t u r a D r 15th St Tory W a y N e w c a s t l e L n Trinity C t Ox f o r d C i r Jade Ci r B u r t o n S t He m l o c k S t Lang m u i r L n Columbi a C r e e k D r Su s s e x D r Mitchell Dr Am a n d a S t S u t t o n L n Cones t o g a L n Ch a n t i l l y D r Sh e f f i e l d L n Pa r k W o o d C i r 13th St Ca l l a n S t D o r e e n S t Ar n o l d R d Scarlett Ct Cr o m w e l l A v e Ad a m s A v e Dublin Blvd 3rd S t Sm DbC CdA DvC CdA LaE2 CkB CdA CkBcc LaD DdE Sy Pb D b E 2 DdECc Cd B La E 2 a a DbCa a Sy Db D Dd E DbD Sm CdBaa Pd DbE2aa LaD 594500 594500 595000 595000 595500 595500 596000 596000 596500 596500 597000 597000 597500 597500 41 7 3 5 0 0 41 7 3 5 0 0 41 7 4 0 0 0 41 7 4 0 0 0 41 7 4 5 0 0 41 7 4 5 0 0 41 7 5 0 0 0 41 7 5 0 0 0 41 7 5 5 0 0 41 7 5 5 0 0 41 7 6 0 0 0 41 7 6 0 0 0 41 7 6 5 0 0 41 7 6 5 0 0 41 7 7 0 0 0 41 7 7 0 0 0 0 1,000 2,000 3,000500Feet0300600900150Meters 37° 44' 15'' 12 1 ° 5 3 ' 3 4 ' ' 37° 42' 0'' 12 1 ° 5 3 ' 3 6 ' ' 37° 42' 1'' 37° 44' 16'' 12 1 ° 5 5 ' 4 2 ' ' 12 1 ° 5 5 ' 4 0 ' ' Map Scale: 1:19,900 if printed on A size (8.5" x 11") sheet. Hydrologic Soil Group—Alameda Area, California, and Contra Costa County, California Natural ResourcesNatural ResourcesNatural ResourcesNatural ResourcesConservation ServiceConservation ServiceConservation ServiceConservation Service Web Soil SurveyNational Cooperative Soil Survey 5/10/2012Page 1 of 4 G - 49 MAP LEGEND MAP INFORMATION Area of Interest (AOI) Area of Interest (AOI) Soils Soil Map Units Soil Ratings A A/D B B/D C C/D D Not rated or not available Political Features Cities Water Features Streams and Canals Transportation Rails Interstate Highways US Routes Major Roads Local Roads Map Scale: 1:19,900 if printed on A size (8.5" × 11") sheet. The soil surveys that comprise your AOI were mapped at scales ranging from 1:20,000 to 1:24,000. Please rely on the bar scale on each map sheet for accurate map measurements. Source of Map: Natural Resources Conservation Service Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov Coordinate System: UTM Zone 10N NAD83 This product is generated from the USDA-NRCS certified data as of the version date(s) listed below. Soil Survey Area: Alameda Area, California Survey Area Data: Version 6, Jul 26, 2010 Soil Survey Area: Contra Costa County, California Survey Area Data: Version 8, Jul 22, 2008 Your area of interest (AOI) includes more than one soil survey area. These survey areas may have been mapped at different scales, with a different land use in mind, at different times, or at different levels of detail. This may result in map unit symbols, soil properties, and interpretations that do not completely agree across soil survey area boundaries. Date(s) aerial images were photographed: 6/13/2005 The orthophoto or other base map on which the soil lines were compiled and digitized probably differs from the background imagery displayed on these maps. As a result, some minor shifting of map unit boundaries may be evident. Hydrologic Soil Group–Alameda Area, California, and Contra Costa County, California Natural Resources Conservation Service Web Soil Survey National Cooperative Soil Survey 5/10/2012 Page 2 of 4 G - 50 Hydrologic Soil Group Hydrologic Soil Group— Summary by Map Unit — Alameda Area, California (CA609) Map unit symbol Map unit name Rating Acres in AOI Percent of AOI CdA Clear Lake clay, drained, 0 to 3 percent slopes D 185.2 18.8% CdB Clear Lake clay, drained, 3 to 7 percent slopes D 9.4 1.0% CkBcc Cropley clay, 2 to 5 percent slopes D 47.6 4.8% DbC Diablo clay, 7 to 15 percent slopes D 201.0 20.4% DbD Diablo clay, 15 to 30 percent slopes D 11.8 1.2% DbE2 Diablo clay, 30 to 45 percent slopes, eroded D 20.9 2.1% DvC Diablo clay, very deep, 3 to 15 percent slopes D 67.5 6.8% LaD Linne clay loam, 15 to 30 percent slopes C 31.4 3.2% LaE2 Linne clay loam, 30 to 45 percent slopes, eroded C 65.6 6.7% Pd Pescadero clay D 1.3 0.1% Sm Sunnyvale clay loam over clay C 171.7 17.4% Sy Sycamore silt loam over clay D 21.5 2.2% Subtotals for Soil Survey Area 835.1 84.8% Totals for Area of Interest 985.3 100.0% Hydrologic Soil Group— Summary by Map Unit — Contra Costa County, California (CA013) Map unit symbol Map unit name Rating Acres in AOI Percent of AOI Cc CLEAR LAKE CLAY D 7.3 0.7% CdBaa CLEAR LAKE CLAY, DRAINED, 3 TO 7 PERCENT SLOPES D 2.9 0.3% CkB CROPLEY CLAY, 2 TO 5 PERCENT SLOPES D 51.5 5.2% DbCaa DIABLO CLAY, 7 TO 15 PERCENT SLOPES D 12.1 1.2% DbE2aa DIABLO CLAY, 30 TO 45 PERCENT SLOPES, ERODED D 2.8 0.3% DdE DIABLO CLAY, 15 TO 30 PERCENT SLOPES D 46.4 4.7% LaE2aa LINNE CLAY LOAM, 30 TO 45 PERCENT SLOPES, ERODED C 13.7 1.4% Pb PESCADERO CLAY LOAM D 13.5 1.4% Subtotals for Soil Survey Area 150.2 15.2% Totals for Area of Interest 985.3 100.0% Hydrologic Soil Group–Alameda Area, California, and Contra Costa County, California Natural Resources Conservation Service Web Soil Survey National Cooperative Soil Survey 5/10/2012 Page 3 of 4 G - 51 Description Hydrologic soil groups are based on estimates of runoff potential. Soils are assigned to one of four groups according to the rate of water infiltration when the soils are not protected by vegetation, are thoroughly wet, and receive precipitation from long-duration storms. The soils in the United States are assigned to four groups (A, B, C, and D) and three dual classes (A/D, B/D, and C/D). The groups are defined as follows: Group A. Soils having a high infiltration rate (low runoff potential) when thoroughly wet. These consist mainly of deep, well drained to excessively drained sands or gravelly sands. These soils have a high rate of water transmission. Group B. Soils having a moderate infiltration rate when thoroughly wet. These consist chiefly of moderately deep or deep, moderately well drained or well drained soils that have moderately fine texture to moderately coarse texture. These soils have a moderate rate of water transmission. Group C. Soils having a slow infiltration rate when thoroughly wet. These consist chiefly of soils having a layer that impedes the downward movement of water or soils of moderately fine texture or fine texture. These soils have a slow rate of water transmission. Group D. Soils having a very slow infiltration rate (high runoff potential) when thoroughly wet. These consist chiefly of clays that have a high shrink-swell potential, soils that have a high water table, soils that have a claypan or clay layer at or near the surface, and soils that are shallow over nearly impervious material. These soils have a very slow rate of water transmission. If a soil is assigned to a dual hydrologic group (A/D, B/D, or C/D), the first letter is for drained areas and the second is for undrained areas. Only the soils that in their natural condition are in group D are assigned to dual classes. Rating Options Aggregation Method: Dominant Condition Component Percent Cutoff: None Specified Tie-break Rule: Higher Hydrologic Soil Group–Alameda Area, California, and Contra Costa County, California Natural Resources Conservation Service Web Soil Survey National Cooperative Soil Survey 5/10/2012 Page 4 of 4 G - 52 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 Appendix C.2 Erosion Factor (K) G - 53 Ch a b o t C a n a l Al a m o C r e e k Ala m o C a n a l S a n R a m o n C r e e k Dublin C r e e k Ch a b o t C a n a l Ala m o C r e e k Ch a b o t C a n a l Cha b o t C a n a l Cha b o t C a n a l San R a m o n C r e e k Dublin Bl v d 8th St 5th St 6th St Vil l a g e P k w y Do u g h e r t y R d 4th Ave Cr o m w e l l A v e Sebil l e R d Da v i s A v e Amad o r V a l l e y B l v d Ke p p l e r S t S t a g e c o a c h R d Sie r r a C t Johnson Dr S c a r l e t t C t B r i g h t o n D r 12th St Mo n r o e A v e 10th St Be n t C r e e k D r York D r Br y a n t A v e Tamarack Dr Lo r i n g S t Fi r c r e s t L n Sto n e y C r e e k D r 9th St Sierra Ln P e n n D r 7th St Ad a m s A v e Wi l d w o o d R d Power St Ev a n s A v e Fa l l C r e e k R d H o p y a r d R d Vi s t a M o n t e D r 3rd St Cr o s s r i d g e R d La k e D r Maple Dr Lan c a s t e r R d Jones St Dublin Ct Wisteria St Old Ra n c h R d Ede n S t Alc o s t a B l v d Cla r k A v e M u l b e r r y P l Mansfield Ave P r i n c e D r A m a d o r P l a z a R d E m e r a l d A v e Q u a r t z C i r Mo n t e r e y D r Walmsley St P o r t a g e R d De m a r c u s B l v d Houston Pl Ca m p P a r k s B l v d Ta n g e r i n e S t To p a z C i r Cray d o n C i r C h e r r y H i l l s L n T u r q u o i s e S t L o c u s t P l Ir o n H o r s e T r l Hic k o r y L n Ir o n H o r s e P k w y Ve n t u r a D r 15th St Tory W a y N e w c a s t l e L n Trinity C t Ox f o r d C i r Jade Ci r B u r t o n S t He m l o c k S t Lang m u i r L n Columbi a C r e e k D r Su s s e x D r Mitchell Dr Am a n d a S t S u t t o n L n Cones t o g a L n Ch a n t i l l y D r Sh e f f i e l d L n Pa r k W o o d C i r 13th St Ca l l a n S t D o r e e n S t Ar n o l d R d Scarlett Ct Cr o m w e l l A v e Ad a m s A v e Dublin Blvd 3rd S t Sm DbC CdA DvC CdA LaE2 CkB CdA CkBcc LaD DdE Sy Pb D b E 2 DdECc Cd B La E 2 a a DbCa a Sy Db D Dd E DbD Sm CdBaa Pd DbE2aa LaD 594500 594500 595000 595000 595500 595500 596000 596000 596500 596500 597000 597000 597500 597500 41 7 3 5 0 0 41 7 3 5 0 0 41 7 4 0 0 0 41 7 4 0 0 0 41 7 4 5 0 0 41 7 4 5 0 0 41 7 5 0 0 0 41 7 5 0 0 0 41 7 5 5 0 0 41 7 5 5 0 0 41 7 6 0 0 0 41 7 6 0 0 0 41 7 6 5 0 0 41 7 6 5 0 0 41 7 7 0 0 0 41 7 7 0 0 0 0 1,000 2,000 3,000500Feet0300600900150Meters 37° 44' 15'' 12 1 ° 5 3 ' 3 4 ' ' 37° 42' 0'' 12 1 ° 5 3 ' 3 6 ' ' 37° 42' 1'' 37° 44' 16'' 12 1 ° 5 5 ' 4 2 ' ' 12 1 ° 5 5 ' 4 0 ' ' Map Scale: 1:19,900 if printed on A size (8.5" x 11") sheet. K Factor, Rock Free—Alameda Area, California, and Contra Costa County, California Natural ResourcesNatural ResourcesNatural ResourcesNatural ResourcesConservation ServiceConservation ServiceConservation ServiceConservation Service Web Soil SurveyNational Cooperative Soil Survey 5/10/2012Page 1 of 4 G - 54 MAP LEGEND MAP INFORMATION Area of Interest (AOI) Area of Interest (AOI) Soils Soil Map Units Soil Ratings .02 .05 .10 .15 .17 .20 .24 .28 .32 .37 .43 .49 .55 .64 Not rated or not available Political Features Cities Water Features Streams and Canals Transportation Rails Interstate Highways US Routes Major Roads Local Roads Map Scale: 1:19,900 if printed on A size (8.5" × 11") sheet. The soil surveys that comprise your AOI were mapped at scales ranging from 1:20,000 to 1:24,000. Please rely on the bar scale on each map sheet for accurate map measurements. Source of Map: Natural Resources Conservation Service Web Soil Survey URL: http://websoilsurvey.nrcs.usda.gov Coordinate System: UTM Zone 10N NAD83 This product is generated from the USDA-NRCS certified data as of the version date(s) listed below. Soil Survey Area: Alameda Area, California Survey Area Data: Version 6, Jul 26, 2010 Soil Survey Area: Contra Costa County, California Survey Area Data: Version 8, Jul 22, 2008 Your area of interest (AOI) includes more than one soil survey area. These survey areas may have been mapped at different scales, with a different land use in mind, at different times, or at different levels of detail. This may result in map unit symbols, soil properties, and interpretations that do not completely agree across soil survey area boundaries. Date(s) aerial images were photographed: 6/13/2005 The orthophoto or other base map on which the soil lines were compiled and digitized probably differs from the background imagery displayed on these maps. As a result, some minor shifting of map unit boundaries may be evident. K Factor, Rock Free–Alameda Area, California, and Contra Costa County, California Natural Resources Conservation Service Web Soil Survey National Cooperative Soil Survey 5/10/2012 Page 2 of 4 G - 55 K Factor, Rock Free K Factor, Rock Free— Summary by Map Unit — Alameda Area, California (CA609) Map unit symbol Map unit name Rating Acres in AOI Percent of AOI CdA Clear Lake clay, drained, 0 to 3 percent slopes .20 185.2 18.8% CdB Clear Lake clay, drained, 3 to 7 percent slopes .20 9.4 1.0% CkBcc Cropley clay, 2 to 5 percent slopes .20 47.6 4.8% DbC Diablo clay, 7 to 15 percent slopes .20 201.0 20.4% DbD Diablo clay, 15 to 30 percent slopes .20 11.8 1.2% DbE2 Diablo clay, 30 to 45 percent slopes, eroded .20 20.9 2.1% DvC Diablo clay, very deep, 3 to 15 percent slopes .20 67.5 6.8% LaD Linne clay loam, 15 to 30 percent slopes .20 31.4 3.2% LaE2 Linne clay loam, 30 to 45 percent slopes, eroded .24 65.6 6.7% Pd Pescadero clay .28 1.3 0.1% Sm Sunnyvale clay loam over clay .24 171.7 17.4% Sy Sycamore silt loam over clay .49 21.5 2.2% Subtotals for Soil Survey Area 835.1 84.8% Totals for Area of Interest 985.3 100.0% K Factor, Rock Free— Summary by Map Unit — Contra Costa County, California (CA013) Map unit symbol Map unit name Rating Acres in AOI Percent of AOI Cc CLEAR LAKE CLAY .20 7.3 0.7% CdBaa CLEAR LAKE CLAY, DRAINED, 3 TO 7 PERCENT SLOPES .20 2.9 0.3% CkB CROPLEY CLAY, 2 TO 5 PERCENT SLOPES .20 51.5 5.2% DbCaa DIABLO CLAY, 7 TO 15 PERCENT SLOPES .20 12.1 1.2% DbE2aa DIABLO CLAY, 30 TO 45 PERCENT SLOPES, ERODED .20 2.8 0.3% DdE DIABLO CLAY, 15 TO 30 PERCENT SLOPES .20 46.4 4.7% LaE2aa LINNE CLAY LOAM, 30 TO 45 PERCENT SLOPES, ERODED .24 13.7 1.4% Pb PESCADERO CLAY LOAM .28 13.5 1.4% Subtotals for Soil Survey Area 150.2 15.2% Totals for Area of Interest 985.3 100.0% K Factor, Rock Free–Alameda Area, California, and Contra Costa County, California Natural Resources Conservation Service Web Soil Survey National Cooperative Soil Survey 5/10/2012 Page 3 of 4 G - 56 Description Erosion factor K indicates the susceptibility of a soil to sheet and rill erosion by water. Factor K is one of six factors used in the Universal Soil Loss Equation (USLE) and the Revised Universal Soil Loss Equation (RUSLE) to predict the average annual rate of soil loss by sheet and rill erosion in tons per acre per year. The estimates are based primarily on percentage of silt, sand, and organic matter and on soil structure and saturated hydraulic conductivity (Ksat). Values of K range from 0.02 to 0.69. Other factors being equal, the higher the value, the more susceptible the soil is to sheet and rill erosion by water. "Erosion factor Kf (rock free)" indicates the erodibility of the fine-earth fraction, or the material less than 2 millimeters in size. Rating Options Aggregation Method: Dominant Condition Component Percent Cutoff: None Specified Tie-break Rule: Higher Layer Options: Surface Layer K Factor, Rock Free–Alameda Area, California, and Contra Costa County, California Natural Resources Conservation Service Web Soil Survey National Cooperative Soil Survey 5/10/2012 Page 4 of 4 G - 57 Draft Water Quality Study Report Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 Appendix D Alameda Clean Water Program Hydromodification Map G - 58 5th 8th 6th 4th Dublin Sebille 3rd 12th Davis Keppler S t a g e c o a c h York Sierra 2nd Bryant A m a d o r V a lle y 9th 7th 10th Adams Villa g e Monroe Penn Loring B ri g h t o n Evans Maple Hutchins N o rt h 11th Oxfo rd 13th E lb a K i n g Jones L a k e C o r a l Eden Clark Wil d w o o d Cedar F a ll C re e k Tamarack Crossridge Topaz P rin c e Q u a r t z Spruce D o u g h e rty Powers Mansfield Ventura 15th Portage Goodfellow Fernandez S h a d y C r e e k P o s t Mitchel Poplar Ebensburg Burnham Monterey T u s c a n y Warmsley I o n e Alle g h e n y J a d e T u r q u o i s e B u r t o n H y d e Hickory M u lb e rr y A g a t e Tory Dijon Utica Trinity L a n g m uir C h a n till y Cotton Wood D a r i a n A n n Arb or Fir L ancaster Park Wood Houston L o c u s t P io n e e r T y n e Sage Pine S a p p h ir e Squirrel Creek Mariposa Quail Creek Corinth Pike Rosita S p e n c er D u k e Av on Dublin Ad ams Adams 3rd 7th ±0475Feet Version: 1.0 Print date: ________ HYDROMODIFICATION SUSCEPTIBILITY MAP This map is intended for for preliminary determination of hydromodification requirements and is not intended for legal description. All drainage conditions should be verified in the field or from appropriate authorities. LEGEND Watersheds Not included in HMP Tidally Influenced / depositional - exempt Hill or high slope region (susceptible) Parcels - UnincorporatedCodornices Creek Special Consideration Area San Lorenzo & Alameda Creeks Alameda Countywide Clean Water Program A Consortium of Local Agencies Natural creek or stream (susceptible) Earthen channel or connector Engineered channel - materials unknown Engineered channel - concrete Enclosed pipe or culvert G - 59 5th 8th 6th 4th Sebille 3rd 12th Davis Dublin Keppler York S t a g e c o a c h Sierra 2nd A m a d o r V a lle y Bryant Dougherty 9th 7th Villa g e 10th Adams Monroe Penn Loring Brighton Evans Maple Hutchins N orth 11th Clark Oxford 13th E lb a K i n g Jones L a k e C o r a l Eden W ild w o o d T a m a r a c k Cedar F al l Cr e ek Crossridge Topaz P rin c e Qu a rt z Spruce Powers Mansfield Ventura 15th Portage Goodfellow Fernandez S h a d y C r e e k P o s t Mitchel Poplar Ebensburg Burnham Alle g h e n y Monterey T u s c a n y Warmsley Io n e J a d e T u r q u o is e B u r t o n H y d e Hickory Scarlett M ul b e rr y A g a t e Tory Civic Dijon N e w c a s tl e Utica Trinity L a n g m u ir C h a n t illy Cotton Wood D a r i a n L o c u s t A n n Arb or Fir Lancaster Park Wood Houston P io n e e r T y n e Sage Pine S a p p h ir e Squirrel Creek Mariposa Quail Creek C orinth Pik e S p e n c er D u k e Av on 3rd Ad ams 7th Adams S c a rl e tt±0475Feet Version: 1.0 Print date: ________ HYDROMODIFICATION SUSCEPTIBILITY MAP This map is intended for for preliminary determination of hydromodification requirements and is not intended for legal description. All drainage conditions should be verified in the field or from appropriate authorities. LEGEND Watersheds Not included in HMP Tidally Influenced / depositional - exempt Hill or high slope region (susceptible) Parcels - UnincorporatedCodornices Creek Special Consideration Area San Lorenzo & Alameda Creeks Alameda Countywide Clean Water Program A Consortium of Local Agencies Natural creek or stream (susceptible) Earthen channel or connector Engineered channel - materials unknown Engineered channel - concrete Enclosed pipe or culvert G - 60 APPENDIX H LOCATION HYDRAULIC STUDY This page intentionally left blank. June 2012 Dougherty Road Widening Project City of Dublin, Alameda County, California Draft Location Hydraulic Study Prepared for: Prepared by: H - 1 June 2012 Dougherty Road Widening Project City of Dublin, Alameda County, California Draft Location Hydraulic Study Submitted to: City of Dublin This report has been prepared by or under the supervision of the following Registered Engineer. The Registered Civil Engineer attests to the technical information contained herein and has judged the qualifications of any technical specialists providing engineering data upon which recommendations, conclusions, and decisions are based. ________________________________________ Analette Ochoa, P.E. Registered Civil Engineer ________________________________________ Date H - 2 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 1 Acronyms City City of Dublin FEMA Federal Emergency Management Agency FHWA Federal Highway Administration FIRM Flood Insurance Rate Map FIS Flood Insurance Study NAVD North American Vertical Datum Project Dougherty Road Widening Project WSE Water Surface Elevation H - 3 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 2 Location Hydraulic Study Form Dist. N/A Co. Alameda Rte. Dougherty Road P.M. N/A EA. N/A Bridge No. N/A Federal-Aid Project Number (Local Assistance) Project No.: Floodplain Description: There is no floodplain within the project limits of the Dougherty Road Widening Project (Project). The surface runoff from the Project location outfalls into Alamo Creek, Chabot Canal, and an unnamed canal via the existing storm drain system. In the Project vicinity, the FEMA FIRM indicated that Alamo Creek and Alamo Canal can convey 1% annual chance flood. 1. Description of Proposal (include any physical barriers i.e. concrete barriers, soundwalls, etc. and design elements to minimize floodplain impacts) The City of Dublin proposes multi-modal improvements to Dougherty Road, including new and improved bicycle and pedestrian facilities, new bus stops and bus pull-outs, and roadway widening. These improvements will address traffic congestion and multi-modal circulation issues for commuters traveling Dougherty Road, including improved access to the Dublin/Pleasanton BART station. 2. ADT: Current 30,280 Projected N/A 3. Hydraulic Data: Base Flood Q100= 8,050 cfs WSE100= 330.5 ft, NAVD The flood of record, if greater than Q100: Q= N/A WSE= N/A Overtopping flood Q= N/A WSE= N/A Note: Hydraulic Data is at the Alamo Canal approximately 0.6 mi southwest of the Project limits at Sierra Lane. Are NFIP maps and studies available? NO YES ÖÖÖÖ 4. Is the Project location alternative within a regulatory floodway? NO ÖÖÖÖ YES 5. Attach map with flood limits outlined showing all buildings or other improvements within the base floodplain. H - 4 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 3 Potential Q100 backwater damages: A. Residences? NO ÖÖÖÖ YES B. Other Bldgs? NO ÖÖÖÖ YES C. Crops? NO ÖÖÖÖ YES D. Natural and beneficial Floodplain values? NO ÖÖÖÖ YES ”Natural and beneficial flood-plain values" shall include but are not limited to fish, wildlife, plants, open space, natural beauty, scientific study, outdoor recreation, agriculture, aquaculture, forestry, natural moderation of floods, water quality maintenance, and groundwater recharge. 6. Type of Traffic: A. Emergency supply or evacuation route? NO YES ÖÖÖÖ B. Emergency vehicle access? NO YES ÖÖÖÖ C. Practicable detour available? NO YES ÖÖÖÖ D. School bus or mail route? NO YES ÖÖÖÖ 7. Estimated duration of traffic interruption for 100-year event hours: N/A 8. Estimated value of Q100 flood damages (if any) – moderate risk level. A. Roadway $ N/A B Property $ N/A Total $ N/A 9. Assessment of Level of Risk Low ÖÖÖÖ Moderate High For High Risk projects during the design phase, additional Design Study Risk Analyses may be necessary to determine design alternative. H - 5 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 4 PREPARED BY: Signature: I certify that I have conducted a Location Hydraulic Study consistent with 23 CFR 650 and that the information summarized in item numbers 3, 4, 5, 8, and 9 of this form is accurate. ___________________________________________ Date __________________ District Hydraulic Engineer (capital and ‘on’ system projects) ___________________________________________ Date __________________ Local Agency/Consulting Hydraulic Engineer (local assistance projects) Is there any longitudinal encroachment, significant encroachment, or any support of incompatible Floodplain development? NO ÖÖÖÖ YES If yes, provide evaluation and discussion of practicability of alternatives in accordance with 23 CFR 650.113. Information developed to comply with the Federal requirement for the Location Hydraulic Study shall be retained in the Project files. I certify that item numbers 1, 2, 6 and 7 of this Location Hydraulic Study Form are accurate and will ensure that Final PS&E reflects the information and recommendations of said report: __________________________________________ Date __________________ District Project Engineer (capital and ‘on’ system projects) ___________________________________________ Date __________________ Local Agency Project Engineer (local assistance projects) CONCURRED BY: I have reviewed the quality and adequacy of the floodplain submittal consistent with the attached checklist, and concur that the submittal is adequate to meet the mandates of 23 CFR 650. ___________________________________________ Date __________________ District Project Manager (capital and’on’ system projects) ___________________________________________ Date __________________ Local Agency Project Manager (Local Assistance projects) ___________________________________________ Date __________________ District Local Assistance Engineer (or District Hydraulic Branch for very complex projects or when required expertise is unavailable. Note: District Hydraulic Branch review of local assistance projects shall be based on reasonableness and concurrence with the information provided). I concur that the natural and beneficial floodplain values are consistent with the results of other studies prepared pursuant to 23 CFR 771, and that the NEPA document or determination includes environmental mitigation consistent with the Floodplain analysis. ___________________________________________ Date __________________ District Senior Environmental Planner (or Designee) Note: If a significant floodplain encroachment is identified as a result of floodplains studies, FHWA will need to approve the encroachment and concur in the Only Practicable Alternative Finding. H - 6 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 5 Floodplain Evaluation Report Summary Dist. N/A Co. Alameda Rte. Dougherty Road P.M. N/A EA. N/A Bridge No. N/A Federal-Aid Project Number (Local Assistance) Project No.: Limits: The limits for the Project are at Dougherty Road between Sierra Lane and the north City Limit. The proposed Project distance is approximately 1.9 mi. Floodplain Description: There is no floodplain within the Project. The surface runoff from the Project location outfalls into Alamo Creek, Chabot Canal, and an unnamed canal via the existing storm drain system. In the Project vicinity, the FEMA FIRM indicated that Alamo Creek and Alamo Canal can convey 1% annual chance flood. No Yes 1. Is the proposed action a longitudinal encroachment of the base floodplain? ÖÖÖÖ ___ 2. Are the risks associated with the implementation of the proposed action significant? ÖÖÖÖ ___ 3. Will the proposed action support probable incompatible floodplain development? ÖÖÖÖ ___ 4. Are there any significant impacts on natural and beneficial floodplain values? ÖÖÖÖ ___ 5. Routine construction procedures are required to minimize impacts on the floodplain. Are there any special mitigation measures necessary to minimize impacts or restore and preserve natural and beneficial floodplain values? If yes, explain. ÖÖÖÖ ___ 6. Does the proposed action constitute a significant floodplain encroachment as defined in 23 CFR, Section 650.105(q). ÖÖÖÖ ___ 7. Are Location Hydraulic Studies that document the above answers on file? If not explain. ___ ÖÖÖÖ H - 7 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 6 PREPARED BY: __________________________________________ Date __________________ District Project Engineer (capital and ‘on’ system projects) __________________________________________ Date __________________ Local Agency/Consulting Hydraulic Engineer (local assistance projects) CONCURRED BY: ___________________________________________ Date __________________ District Project Manager (capital and ’on’ system projects) ___________________________________________ Date __________________ District Local Assistance Engineer (Local Assistance projects) I concur that impacts to natural and beneficial floodplain values are consistent with the results of other studies prepared pursuant to 23 CFR 771, and that the NEPA document or determination includes environmental mitigation consistent with the Floodplain analysis. ___________________________________________ Date __________________ District Senior Environmental Planner (or Designee) Note: If a significant floodplain encroachment is identified as a result of floodplains studies, FHWA will need to approve the encroachment and concur in the Only Practicable Alternative Finding. H - 8 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 7 Draft Location Hydraulic Study 1 Description of Proposal The City of Dublin (City) proposes multi-modal improvements to Dougherty Road (Project), including new and improved bicycle and pedestrian facilities, new bus stops and bus pull-outs, and roadway widening. These improvements will address traffic congestion and multi-modal circulation issues for commuters traveling Dougherty Road, including improved access to the Dublin/Pleasanton BART station. The Project location is shown in Figure 1 and Figure 2. The Dougherty Road Improvements Project will improve pedestrian and bicycle facilities along a 1.9 mi long section of Dougherty Road, from the intersection of Sierra Lane and Dougherty Road, north to the city limit line (with roadway and median conforms extending approximately 800-ft into the City of San Ramon). Improvements will include adding Class 2 bicycle lanes on both directions of travel, and reconstructing or resurfacing the existing 8 ft wide bicycle and pedestrian path on the east side of the roadway. The project will also widen the roadway from a four-lane facility into a six-lane divided roadway, with a raised landscaped median in the middle of roadway, including left-turn pockets. Traffic signals within the project area will be modified to match the new roadway geometry, including signals at Sierra Lane, Scarlet Drive, South Mariposa Drive, Amador Valley Blvd, and Willow Creek Drive. (The South Mariposa Drive signal is planned to be installed prior to this project by KB Home to mitigate the traffic impacts of the Emerald Vista development.) Utility relocations and adjustment will be necessary in order to support the project, including, but not limited to, the relocation of a PG&E power pole and a portion of a Zone 7 water pipeline facility. The project will also include new roadway lighting and landscaping along the east side of the roadway. Clean water features supporting compliance with the Regional Water Quality Control Board’s C.3 requirements will be implemented. 2 Geographical References The Project is located in the City of Dublin from 0.30 mi North of Interstate 580 to 1.97 mi north of North of Interstate 580 (37°42’23” North, 121°54’37” West to 37°43’50” North, 121°54’37” West. H - 9 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 8 Figure 1. Project Vicinity Map Source: United States Geological Survey (USGS) Project Location City of Dublin N.T.S. City of Pleasanton H - 10 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 9 Figure 2. Project Vicinity Map, Aerial Imagery Source: Google Earth Alamo Canal Alamo Creek Project Limits City Limit Chabot Canal Sierra Lane Unnamed Canal South San Ramon Creek Project Limit Waterways H - 11 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 10 3 Name of Stream There are no stream crossings within the Project limits. The Project location is within the watershed of Alamo Creek, Chabot Canal, and an unnamed canal. According to the City’s Storm Drain Network Map, existing storm drain inlets in Dougherty Road between the northern City limit and the intersection with Amador Valley Boulevard outfalls into Alamo Creek (see Figure 3 and Appendix C). Between the intersection with Amador Valley Road and Iron Horse Trail, stormwater runoff from Dougherty Road outfalls into Chabot Canal at Dublin Blvd. Between intersection with Iron Horse Trail and Sierra Lane, stormwater runoff from Dougherty Road outfalls into an unnamed canal at Dublin Blvd. Alamo Creek, Chabot Canal, and the unnamed canal is a tributary of Alamo Canal, which is also a tributary of Alameda Creek. According to the Creek & Watershed Map of Pleasanton & Dublin Area, downstream of the confluence with South San Ramon Creek, Alamo Creek changes its name to Alamo Canal (see Figure 2 and Appendix D). Chabot Canal outfalls into Alamo Canal approximately 2.7 mi downstream of Dublin Blvd crossing (see Figure 4). The unnamed canal outfalls into Alamo Canal approximately 1.7 mi downstream of the Dublin Blvd crossing. H - 12 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 11 Figure 3. Storm Drain Outfall Locations Source: Google Earth, City of Dublin Outfall to Chabot Canal Outfall to Unnamed Canal Outfalls to Alamo Creek Iron Horse Trail Project Limit Waterways City Storm Drain System H - 13 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 12 Figure 4. Receiving Flows Source: Google Earth Alamo Canal Unnamed Canal Chabot Canal Project Limits Project Limit Waterways H - 14 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 13 4 Floodplain Description The Federal Emergency Management Agency (FEMA) Flood Insurance Rate Maps (FIRM) 06001C0306G (see Figure 5), 06001C0308G (see Figure 6), and 06001C0309G (see Figure 7) provided the limits of the floodplain at the Project location. The FEMA FIRM for the Project area indentifies Dougherty Road and the areas immediately surrounding the roadway as within Flood Zone X (unshaded). Flood Zone X (unshaded) denotes areas with minimal flood hazard and is outside of the extents of the 0.2% annual chance flood event (or referred to as a 500-year storm event). The main channel of Alamo Creek and Alamo Canal are identified as Flood Zone A, which is an area subject to inundation by the 1% annual chance flood event (or referred to as a 100-year storm event) generally determined using approximate methods. Because detailed studies were not performed, the flood elevation during the 100-year storm event is not available for Flood Zone A. The FEMA FIRM also indicated that Alamo Creek and Alamo Canal within the Project vicinity have a capacity to convey the peak flow during the 100-year storm event (see Appendix A). The main channel of Chabot Creek is identified as Flood Zone AE, which is an area subject to inundation by the 100-year storm event, determined by detailed methods. At the upstream limit of the Zone AE floodplain, 100-year water surface elevation (WSE) of Chabot Canal is 355 ft, NAVD. According to FIRM, Chabot Canal does not have the capacity to convey the 100-year flow at the outfall of the City storm drain system (see Figure 7). The unnamed canal is identified as Flood Zone X (shaded) at the outfall of the City storm drain system (see Figure 6). Flood Zone X (shaded) denotes areas with moderate flood hazard, usually the area between the limits of the 100-year and 500-year floodplain. It is also used to designate the 100-year floodplain with average depths of less than 1 ft or drainage areas less than 1 mi2. H - 15 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 14 Figure 5. FEMA FIRM Panel 306G Source: FEMA, 2009 N.T.S. Northern Project Limits Dougherty Road Alamo Creek 1% Annual Chance Flood Discharge Contained in Channel H - 16 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 15 Figure 6. FEMA FIRM Panel 308G Source: FEMA, 2009 Southern Project Limit Dougherty Road N.T.S. Joins Panel 309G (Figure 5) Alamo Creek 1% Annual Chance Flood Discharge Contained in Channel Alamo Canal Unnamed Canal H - 17 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 16 Figure 7. FEMA FIRM Panel 309G Source: FEMA, 2009 N.T.S. Joins Panel 308G (Figure 4) Chabot Canal City Storm Drain System Outfall H - 18 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 17 5 Hydrologic and Hydraulic Data FEMA FIRM and FIS does not have a detailed study of Alamo Creek. FEMA’s detailed study of Alamo Canal terminates just upstream of the Interstate 580 (I-580) bridge over Alamo Canal (see Figure 8). This location is approximately 0.6 mi southwest of the Project limit at Sierra Lane. The peak flow rate and water surface elevation (WSE) of Alamo Creek during the 100-year storm event was not available from the FEMA FIRM and Flood Insurance Study (FIS). See below for the available hydrologic and hydraulic information of Alamo Canal just upstream of the I-580 bridge crossing. Base Flood (Q100): 8,050 cfs WSE for Base Flood: 330.5 ft, NAVD Flood of Record (if greater than Q100): Not Available WSE for Flood of Record: Not Available Overtopping Flood: Not Available WSE for Overtopping Flood: Not Available The 100-year WSE of Chabot Canal during the 100-year storm event at the outfall of the storm drain system at Dublin Blvd was available from the FEMA FIRM. According to FIRM, Chabot Canal See below for the available hydrologic and hydraulic information of Chabot Canal at the outfall of the City’s storm drain system. Base Flood (Q100): Not Available WSE for Base Flood: 336 ft, NAVD Flood of Record (if greater than Q100): Not Available WSE for Flood of Record: Not Available Overtopping Flood: Not Available WSE for Overtopping Flood: Not Available There hydrologic and hydraulic studies of unnamed canal was not available from FEMA FIRM and FIS. H - 19 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 18 Figure 8. Location of FEMA Hydrologic and Hydraulic Data Source: Google Earth and FEMA, 2009 Project Limits Chabot Canal Alamo Canal Unnamed Canal Project Limit Waterways H - 20 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 19 6 Are NFIP maps and studies available? Yes. See Appendix A and B. 7 Is the roadway location alternative within a regulatory floodway? No, the proposed Project does not cross the regulatory floodway. 8 Attach map with flood limits outlined showing all buildings or other improvements within the base floodplain. The FEMA FIRM is available in Appendix A. 9 Base Flood Backwater Potential Residences: No Other Buildings: No Crops: No Natural and Beneficial Floodplain Values: No 10 Traffic Current Average Daily Traffic (ADT): 30,280 Projected ADT: TBD Emergency Supply or Evacuation Route: Yes Emergency Vehicle Access: Yes Practicable Detour Available: Yes School Bus or Mail Route: Yes 11 Estimated duration of traffic interruption for base flood (Q100) The Project location is outside of the Zone A floodplain. Traffic interruption during the base flood event is not anticipated to occur within the Project limits. 12 Estimated value of base flood (Q100) flood damages Flood damages to roadway and property due to the base flood are not anticipated to result from the Project. 13 Assessment of Level of Risk The level of risk resulting from this Project is low. Please see the following sections for discussions. H - 21 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 20 Environmental Consequences and Project Impacts 1 Summary of Potential Encroachments The Federal Highway Administration (FHWA) defines a significant encroachment as a highway encroachment, and any direct support of likely base floodplain development that would involve one or more of the following construction or flood-related impacts: 1) significant potential for interruption or termination of a transportation facility that is needed for emergency vehicles or provides a community’s only evacuation route; 2) a significant risk; or 3) a significant adverse impact on the natural and beneficial floodplain values (1994). The following sections discuss the potential impacts to the floodplain that result from the proposed action. Potential Impacts on Natural and Beneficial Floodplain Values Natural and beneficial floodplain values include, but are not limited to: fish, wildlife, plants, open space, natural beauty, scientific study, outdoor recreation, agriculture, aquaculture, forestry, natural moderation of floods, water quality maintenance, and ground water recharge. No bridges, waterways, or FEMA 100-year floodplains are within the Project limits. The natural and beneficial floodplain values only consist of ornamental trees and annual grassland communities. The Project area would not be suitable for special-status plant species. The Project is not anticipated to affect special- status plant species due to the lack of suitable habitat within the proposed work areas. Overall, the Project would not have a significant impact on the natural and beneficial floodplain values. Support of Probable Incompatible Floodplain Development As defined by the FHWA, the support of incompatible base floodplain development will encourage, allow, serve, or otherwise facilitate incompatible base floodplain development, such as commercial development or urban growth. The Project would not support incompatible floodplain development. The Project would maintain local and regional access, and would not create new access to developed or undeveloped lands because the proposed roadway widening would follow the alignment of the existing roadway. Longitudinal Encroachments As defined by the FHWA, a longitudinal encroachment is an action within the limits of the base floodplain that is longitudinal to the normal direction of the floodplain. A longitudinal encroachment is “[a]n encroachment that is parallel to the direction of flow. Example: A highway that runs along the edge of a river is, usually considered a longitudinal encroachment. (FHWA, 1994)” Consideration of H - 22 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 21 avoidance alternatives must be included in a Location Hydraulic Study by providing an evaluation and a discussion of the practicability of alternatives to any significant encroachment or any support of incompatible floodplain development. The alignment of Dougherty Road within the Project limits is parallel to the flow direction of Alamo Creek and Alamo Canal. However, according to the FEMA FIRM, the Project location is outside of the 100-year floodplain. The Project would not be a longitudinal encroachment to the existing waterway. 2 Risks Associated with the Proposed Action As defined by the FHWA, risk shall mean the consequences associated with the probability of flooding attributable to an encroachment. It shall include the potential for property loss and hazard to life during the service life of the bridge and roadway. The flood zone within the Project limits is classified as Zone X (unshaded), defined as an area outside of the 500-year floodplain. There will be no fill inside the existing floodplain from the proposed Project. Storm water runoff within the Project limits outfalls into Alamo Creek, Chabot Canal, and an unnamed canal via the existing storm drain system. All waterbodies discharge into Alamo Canal. The change in land use from the proposed Project is limited to the widening of Dougherty Road from the median to east of the existing roadway. The added impervious area from the proposed Project is approximately 9 ac, which is approximately 0.03% of the watershed area of Alamo Canal in the Project vicinity (45.1 mi2 [28,870 ac]). Because Alamo Creek at the outfall of the City storm drain systems has the capacity to convey the existing 1% annual chance flood event and the change in land use from the Project is minimal, there will be no significant impacts to the 100-year WSEs of Alamo Creek and Alamo Canal from the proposed Project. The change in land use from the Project is minimal at the segments outfalling to Chabot Canal. There will be no significant impacts to the 100-year WSEs of Chabot Creek from the proposed Project. The unnamed canal at the outfall of the City storm drain system is outside of the existing 100-year floodplain. There will be no impacts to the 100-year WSEs of unnamed canal from the proposed Project. Overall, the risk associated with the proposed Project is low. H - 23 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 22 Avoidance, Minimization, and/or Mitigation Measures 3 Minimize Floodplain Impacts The Project limits are outside of the FEMA 100-year floodplain, and potential impacts to the floodplain are minimal. No special mitigation measures would be required. 4 Restore and Preserve Natural and Beneficial Floodplain Values The Project would not have an impact to the natural and beneficial floodplain values because there are no floodplains within the Project limits. Therefore, alternatives have not been considered. 5 Alternatives to Significant Encroachments The proposed Project would not encroach into the existing floodplain. Therefore, alternatives to significant encroachment were not analyzed. 6 Alternatives to Longitudinal Encroachments The Project location is outside of the FEMA base floodplain, and there would be no longitudinal encroachment. Therefore, alternatives to longitudinal encroachments were not analyzed. Coordination with Local, State, and Federal Water Resources and Floodplain Management Agencies A floodplain map revision is not anticipated because the Project causes no change in water surface elevation. Therefore, a Conditional Letter of Map Revision or Letter of Map Revision is not required. Due to the low risk associated with the Project, coordination with floodplain management agencies would not be necessary. H - 24 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 23 References Federal Emergency Management Agency. (August 2009). Flood Insurance Rate Map, Alameda County, California and Incorporated Areas. Panel 306 of 725, Map Number 06001C0306G Federal Emergency Management Agency. (August 2009). Flood Insurance Rate Map, Alameda County, California and Incorporated Areas. Panel 308 of 725, Map Number 06001C0308G Federal Emergency Management Agency. (August 2009). Flood Insurance Rate Map, Alameda County, California and Incorporated Areas. Panel 308 of 725, Map Number 06001C0309G Federal Emergency Management Agency. (August 2009). Flood Insurance Study, Alameda County, California and Incorporated Areas. Federal Highway Administration. (December 1994). Federal-Aid Policy Guide. Title 23 – Code of Federal Regulations (and Non-regulatory Supplements). Part 650 – Bridges, Structures, and Hydraulics. Oakland Museum of California. (2003). Creek & Watershed Map of the Pleasanton & Dublin Area. H - 25 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 A-1 Appendix A Federal Emergency Management Agency Flood Insurance Rate Maps H - 26 H - 27 H - 28 H - 29 H - 30 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 B-1 Appendix B Federal Emergency Management Agency Flood Insurance Study H - 31 H - 32 H - 33 H - 34 H - 35 H - 36 H - 37 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 C-2 Appendix C City of Dublin Storm Drain Master Plan H - 38 H - 39 H - 40 H - 41 H - 42 H - 43 Draft Location Hydraulic Study Dougherty Road Widening Project City of Dublin, Alameda County, California June 2012 D-3 Appendix D Oakland Museum of California Creek & Watershed Map H - 44 H - 45 H - 46 APPENDIX I NOISE ASSESSMENT This page intentionally left blank. DOUGHERTY ROAD IMPROVEMENT PROJECT DRAFT ENVIRONMENTAL NOISE ASSESSMENT DUBLIN, CALIFORNIA July 6, 2012 ♦ ♦ ♦ Prepared for: John Cook Senior Project Manager Circlepoint 1814 Franklin Street, Suite 1000 Oakland, CA 94612 Prepared by: Joshua D. Carman ILLINGWORTH & RODKIN, INC. Acoustics · Air Quality 505 Petaluma Boulevard South Petaluma, CA 94952 (707) 766-7700 Job No.: 12-041 I - 1 Introduction This report presents the results of the environmental noise assessment conducted for the proposed improvements of Dougherty Road from Sierra Lane to North City limits of Dublin, California. This report is divided into two sections. The Setting Section provides a brief description of the fundamentals of environmental noise and vibration, summarizes applicable regulatory criteria established by the City of Dublin, and discusses the results of the ambient noise monitoring survey completed to document existing noise conditions. The Impacts and Mitigation Measures Section of the report describes the significance criteria used in the analysis and provides an evaluation of noise and vibration resulting from temporary project construction activities and permanent noise level increases resulting from the operation of the improved roadway. SETTING Fundamentals of Environmental Noise Noise may be defined as unwanted sound. Noise is usually objectionable because it is disturbing or annoying. The objectionable nature of sound could be caused by its pitch or its loudness. Pitch is the height or depth of a tone or sound, depending on the relative rapidity (frequency) of the vibrations by which it is produced. Higher pitched signals sound louder to humans than sounds with a lower pitch. Loudness is intensity of sound waves combined with the reception characteristics of the ear. Intensity may be compared with the height of an ocean wave in that it is a measure of the amplitude of the sound wave. In addition to the concepts of pitch and loudness, there are several noise measurement scales which are used to describe noise in a particular location. A decibel (dB) is a unit of measurement which indicates the relative amplitude of a sound. The zero on the decibel scale is based on the lowest sound level that the healthy, unimpaired human ear can detect. Sound levels in decibels are calculated on a logarithmic basis. An increase of 10 decibels represents a ten-fold increase in acoustic energy, while 20 decibels is 100 times more intense, 30 decibels is 1,000 times more intense, etc. There is a relationship between the subjective noisiness or loudness of a sound and its intensity. Each 10 decibel increase in sound level is perceived as approximately a doubling of loudness over a fairly wide range of intensities. Technical terms are defined in Table 1. There are several methods of characterizing sound. The most common in California is the A- weighted sound level or dBA. This scale gives greater weight to the frequencies of sound to which the human ear is most sensitive. Representative outdoor and indoor noise levels in units of dBA are shown in Table 2. Because sound levels can vary markedly over a short period of time, a method for describing either the average character of the sound or the statistical behavior of the variations must be utilized. Most commonly, environmental sounds are described in terms of an average level that has the same acoustical energy as the summation of all the time-varying events. This energy-equivalent sound/noise descriptor is called Leq. The most common averaging period is hourly, but Leq can describe any series of noise events of arbitrary duration. I - 2 The scientific instrument used to measure noise is the sound level meter. Sound level meters can accurately measure environmental noise levels to within about plus or minus 1 dBA. Various computer models are used to predict environmental noise levels from sources, such as roadways and airports. The accuracy of the predicted models depends upon the distance the receptor is from the noise source. Close to the noise source, the models are accurate to within about plus or minus 1 to 2 dBA. Since the sensitivity to noise increases during the evening and at night -- because excessive noise interferes with the ability to sleep -- 24-hour descriptors have been developed that incorporate artificial noise penalties added to quiet-time noise events. The Community Noise Equivalent Level, CNEL, is a measure of the cumulative noise exposure in a community, with a 5 dB penalty added to evening (7:00 pm - 10:00 pm) and a 10 dB addition to nocturnal (10:00 pm - 7:00 am) noise levels. The Day/Night Average Sound Level, DNL, is essentially the same as CNEL, with the exception that the evening time period is dropped and all occurrences during this three-hour period are grouped into the daytime period. Fundamentals of Groundborne Vibration Ground vibration consists of rapidly fluctuating motions or waves with an average motion of zero. Several different methods are typically used to quantify vibration amplitude. One is the Peak Particle Velocity (PPV) and another is the Root Mean Square (RMS) velocity. The PPV is defined as the maximum instantaneous positive or negative peak of the vibration wave. The RMS velocity is defined as the average of the squared amplitude of the signal. The PPV and RMS vibration velocity amplitudes are used to evaluate human response to vibration. In this section, a PPV descriptor with units of mm/sec or in/sec is used to evaluate construction generated vibration for building damage and human complaints. Table 3 displays the reactions of people and the effects on buildings that continuous vibration levels produce. The annoyance levels shown in Table 3 should be interpreted with care since vibration may be found to be annoying at much lower levels than those shown, depending on the level of activity or the sensitivity of the individual. To sensitive individuals, vibrations approaching the threshold of perception can be annoying. Low-level vibrations frequently cause irritating secondary vibration, such as a slight rattling of windows, doors or stacked dishes. The rattling sound can give rise to exaggerated vibration complaints, even though there is very little risk of actual structural damage. In high noise environments, which are more prevalent where groundborne vibration approaches perceptible levels, this rattling phenomenon may also be produced by loud airborne environmental noise causing induced vibration in exterior doors and windows. Construction activities can cause vibration that varies in intensity depending on several factors. The use of pile driving and vibratory compaction equipment typically generate the highest construction related ground-borne vibration levels. Because of the impulsive nature of such activities, the use of the peak particle velocity descriptor (PPV) has been routinely used to I - 3 measure and assess ground-borne vibration and almost exclusively to assess the potential of vibration to induce structural damage and the degree of annoyance for humans. The two primary concerns with construction-induced vibration, the potential to damage a structure and the potential to interfere with the enjoyment of life are evaluated against different vibration limits. Studies have shown that the threshold of perception for average persons is in the range of 0.008 to 0.012 in/sec PPV. Human perception to vibration varies with the individual and is a function of physical setting and the type of vibration. Persons exposed to elevated ambient vibration levels such as people in an urban environment may tolerate a higher vibration level. Structural damage can be classified as cosmetic only, such as minor cracking of building elements, or may threaten the integrity of the building. Safe vibration limits that can be applied to assess the potential for damaging a structure vary by researcher and there is no general consensus as to what amount of vibration may pose a threat for structural damage to the building. Construction-induced vibration that can be detrimental to the building is very rare and has only been observed in instances where the structure is at a high state of disrepair and the construction activity occurs immediately adjacent to the structure. I - 4 TABLE 1 Definitions of Acoustical Terms Used in this Report Term Definition Decibel, dB A unit describing, the amplitude of sound, equal to 20 times the logarithm to the base 10 of the ratio of the pressure of the sound measured to the reference pressure. The reference pressure for air is 20. Sound Pressure Level Sound pressure is the sound force per unit area, usually expressed in micro Pascals (or 20 micro Newtons per square meter), where 1 Pascal is the pressure resulting from a force of 1 Newton exerted over an area of 1 square meter. The sound pressure level is expressed in decibels as 20 times the logarithm to the base 10 of the ratio between the pressures exerted by the sound to a reference sound pressure (e.g., 20 micro Pascals). Sound pressure level is the quantity that is directly measured by a sound level meter. Frequency, Hz The number of complete pressure fluctuations per second above and below atmospheric pressure. Normal human hearing is between 20 Hz and 20,000 Hz. Infrasonic sound are below 20 Hz and Ultrasonic sounds are above 20,000 Hz. A-Weighted Sound Level, dBA The sound pressure level in decibels as measured on a sound level meter using the A-weighting filter network. The A-weighting filter de-emphasizes the very low and very high frequency components of the sound in a manner similar to the frequency response of the human ear and correlates well with subjective reactions to noise. Equivalent Noise Level, Leq The average A-weighted noise level during the measurement period. Lmax, Lmin The maximum and minimum A-weighted noise level during the measurement period. L01, L10, L50, L90 The A-weighted noise levels that are exceeded 1%, 10%, 50%, and 90% of the time during the measurement period. Day/Night Noise Level, Ldn or DNL The average A-weighted noise level during a 24-hour day, obtained after addition of 10 decibels to levels measured in the night between 10:00 pm and 7:00 am. Community Noise Equivalent Level, CNEL The average A-weighted noise level during a 24-hour day, obtained after addition of 5 decibels in the evening from 7:00 pm to 10:00 pm and after addition of 10 decibels to sound levels measured in the night between 10:00 pm and 7:00 am. Ambient Noise Level The composite of noise from all sources near and far. The normal or existing level of environmental noise at a given location. Intrusive That noise which intrudes over and above the existing ambient noise at a given location. The relative intrusiveness of a sound depends upon its amplitude, duration, frequency, and time of occurrence and tonal or informational content as well as the prevailing ambient noise level. Source: Harris, Cyril M., 1998. Handbook of Acoustical Measurements and Noise Control. I - 5 TABLE 2 Typical Noise Levels in the Environment Common Outdoor Activities Noise Level (dBA) Common Indoor Activities 110 dBA Rock band Jet fly-over at 1,000 feet 100 dBA Gas lawn mower at 3 feet 90 dBA Diesel truck at 50 feet at 50 mph Food blender at 3 feet 80 dBA Garbage disposal at 3 feet Noisy urban area, daytime Gas lawn mower, 100 feet 70 dBA Vacuum cleaner at 10 feet Commercial area Normal speech at 3 feet Heavy traffic at 300 feet 60 dBA Large business office Quiet urban daytime 50 dBA Dishwasher in next room Quiet urban nighttime 40 dBA Theater, large conference room Quiet suburban nighttime 30 dBA Library Quiet rural nighttime Bedroom at night, concert hall (background) 20 dBA Broadcast/recording studio 10 dBA 0 dBA Source: California Department of Transportation, 2009. Technical Noise Supplement. November. I - 6 TABLE 3 Reactions of People and Damage to Buildings From Continuous or Frequent Intermittent Vibration Levels Velocity Level, PPV (in/sec) Human Reaction Effect on Buildings 0.01 Barely perceptible No effect 0.04 Distinctly perceptible Vibration unlikely to cause damage of any type to any structure 0.08 Distinctly perceptible to strongly perceptible Recommended upper level of the vibration to which ruins and ancient monuments should be subjected 0.1 Strongly perceptible Virtually no risk of damage to normal buildings 0.3 Strongly perceptible to severe Threshold at which there is a risk of damage to older residential dwellings such as plastered walls or ceilings 0.5 Severe - Vibrations considered unpleasant Threshold at which there is a risk of damage to newer residential structures Source: California Department of Transportation, 2004. Transportation- and Construction-Induced Vibration Guidance Manual. June. Regulatory Background The State of California and the City of Dublin establish regulatory criteria that are applicable in this noise impact assessment. The State’s CEQA guidelines are used to assess the potential significance of environmental noise impacts pursuant to local policies set forth in the City of Dublin General Plan and Municipal Code. State CEQA Guidelines. The California Environmental Quality Act (CEQA) contains guidelines to evaluate the significance of environmental noise impacts attributable to a proposed project. Applicable CEQA checklist questions1 ask whether the project would result in: a) Exposure of persons to or generation of noise levels in excess of standards established in the local General Plan or Noise Ordinance, or applicable standards of other agencies? b) Exposure of persons to or generation of excessive groundborne vibration or groundborne noise levels? c) A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project? d) A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project? 1 CEQA checklist questions e and f, regarding potential impacts from aircraft noise, are not applicable in the assessment and have been omitted. These items are not discussed further. I - 7 City of Dublin General Plan. The City of Dublin establishes guidelines and policies regarding environmental noise in the General Plan. The following General Plan policies relate to the proposed project: A. Where feasible, mitigate traffic noise to levels indicated by Table 4 [Table 9.1: Land Use Compatibility for Community Noise Environments of the General Plan]. E. Design Dougherty Road improvements and adjoining residential development for compliance with noise standards. TABLE 4 Land Use Compatibility Standards (Ldn, dBA) City of Dublin Municipal Code. Chapter 5.28, Noise, of the City of Dublin Municipal Code states that the making, creation or maintenance of loud, unnecessary, unnatural, unusual or habitual noises which are prolonged, unusual, and unnatural in their time, place and use affect and are a detriment to the public health, comfort, safety, welfare, and prosperity of the residents of the city. The standards used to determine whether a violation of the ordinance exists are qualitative in nature and include, but are not limited to the following: • The level, intensity, character and duration of the noise; • The level, intensity and character of background noise, if any; • The time when and the place and zoning district where the noise occurred; I - 8 • The proximity of the noise to residential sleeping facilities; and • Whether the noise is recurrent, intermittent or constant. Existing Noise Environment Noise-sensitive land uses are located both west and east of Dougherty Road within the project study limits. The majority of these are residential land uses that are shielded by terrain or existing noise barriers. In addition, Alamo Creek Park and the Park Sierra outdoor use area on North Avenue are located within the project study limits. A noise monitoring survey was conducted to quantify ambient noise levels at representative noise- sensitive locations adjacent to Dougherty Road. The monitoring survey occurred between 11:00 a.m. on Wednesday, June 20, 2012 and 11:00 a.m. on Friday, June 22, 2012. Noise levels were measured at eight locations. Two of the eight measurements were long-term, i.e., 48 hours in duration (LT-1 and LT-2), and were made to quantify the daily trend in noise levels along Dougherty Road. The six remaining noise measurements were short-term, i.e., ten minutes in duration (ST-1 through ST-6). The monitoring locations are shown in Attachment A-1 through A- 3. Weather conditions during the noise measurements were characterized by clear skies, warm temperatures and calm to light winds. Noise measurements were made using Larson-Davis Model 820 integrating sound level meters fitted with precision microphones and windscreens. The sound level measuring assemblies were calibrated before and after the noise monitoring survey, and the response of the systems were always found to be within 0.2 dB of the calibrated level. No calibration adjustments were made to the measured noise levels. Noise measurement locations LT-1 and LT-2 were selected to quantify the daily trend in noise levels along Dougherty Road. LT-1 was located in Alamo Creek Park, approximately 75 feet from the center of the roadway. Hourly average noise levels during the measurement period ranged from approximately 55 to 74 dBA Leq. The day-night average noise level at site LT-1 was 70 dBA Ldn. The daily distribution of noise levels at LT-1 is summarized in Attachment B. LT-2 was located in the Park Sierra outdoor use area on North Avenue, approximately 55 feet from the center of the roadway. Hourly average noise levels during the measurement period ranged from approximately 57 to 70 dBA Leq. The day-night average noise level at site LT-2 was 71 dBA Ldn. The daily distribution of noise levels at LT-2 is also summarized in Attachment B. The day-night average noise level was found to be on average 1 dBA higher than the p.m. peak hour average noise level at both long-term measurement locations. Short-term noise measurements were conducted at six additional locations as indicated in Attachment A (ST-1 through ST-6). Table 5 summarizes the results of the short-term noise measurements. I - 9 Noise measurement locations were selected to quantify traffic noise levels generated by Dougherty Road at existing receivers in the vicinity of the project area. TABLE 5 Short-Term Noise Measurement Results Noise Measurement Location (Date – Time of Noise Measurement) Noise Level (dBA) Leq L(1) L(10) L(50) L(90) Est. Ldn ST-1 – Tralee Townhomes eastern façade, Dougherty Road between Sierra Lane and Dublin Boulevard. (6/20/12, 11:00 a.m. – 11:10 a.m.) 68 80 71 64 58 72 ST-2 – Iron Horse Trail Apartments, 6233 Dougherty Road, western façade. (6/20/12, 11:00 a.m. – 11:10 a.m.) 66 76 70 63 55 69 ST-3 – 6391 Sussex Court, western façade. (6/20/12, 11:50 a.m. – 12:00 p.m.) 60 69 63 57 47 61 ST-4 – Approximately 15 feet from curb of Dougherty Road south of Amador Valley Boulevard. (6/20/12, 12:36 p.m. – 12:46 p.m.) 71 80 74 69 54 73 ST-5 – Cottonwood Circle apartments, eastern façade, approximately 8 feet lower in elevation than Dougherty Road. (6/20/12, 12:10 p.m. – 12:20 p.m.) 53 60 57 52 47 55 ST-6 – Chantilly Drive townhomes, parking lot. 57 66 60 55 51 58 Source: Illingworth & Rodkin, Inc., 2012. NOISE IMPACTS AND MITIGATION MEASURES Significance Criteria Appendix G of the CEQA Guidelines states that a project would normally be considered to result in a significant impact if noise levels conflict with adopted environmental standards or plans, if the project would expose persons to or generate excessive groundborne vibration levels, or if noise levels generated by the project would substantially increase existing noise levels on a permanent or temporary basis. For the purposes of this analysis, the following criteria were used to evaluate noise and vibration impacts resulting from the project: • A noise impact would occur if the project exposes people to or generates noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies; I - 10 • Groundborne vibration levels exceeding 0.3 in/sec PPV (peak particle velocity) would have the potential to result in “architectural” damage to normal dwellings. Levels exceeding 0.3 in/sec PPV would be considered excessive; and • A substantial permanent noise increase would occur if the noise level increase resulting from the project is 3 dBA Ldn, which is generally considered a noticeable noise increase in outdoor environments; • Noise generated by construction of the project that would be unnecessary or long would be considered significant. Prolonged interference is defined as a noise level increase that occurs for more than one year. Also, construction noise that occurred during the more sensitive evening and nighttime hours (7:00 p.m. to 7:00 a.m.) would be considered potentially significant. Impact 1: Exposure of Persons to Noise Levels in Excess of Established Standards. The widening project would not expose persons to noise levels in excess of established standards. This is a less-than-significant impact. The noise and land use compatibility standards (see Table 4) are used to guide the development of noise sensitive uses in noisy environments. The project is a transportation project and is not noise-sensitive. Demolition and construction activities necessary to implement the project would generate noise. The Dublin Municipal Code, however, does not contain quantitative noise limits that would regulate construction noise. Construction would occur during the daytime and would proceed along the project alignment thereby only affecting receptors of groups of receptors over a brief period of time. Construction noise would not be considered prolonged, unusual, or unnatural in their time or place and would not be a detriment to the public health, comfort, safety, welfare, and prosperity of the residents of the city. This would be considered a less-than-significant impact. Impact 2: Substantial Permanent Noise Level Increase along Dougherty Road. The widening project would add two additional travel lanes and modify the alignment of the roadway. In some cases, travel lanes would move closer to noise-sensitive receivers along the project alignment, however, noise levels would not be substantially increased. This is a less-than-significant impact. Traffic noise modeling was conducted to calculate existing and existing plus project noise levels as well as the change in noise levels expected as a result of the widening. Traffic noise levels were modeled with the Federal Highway Administration’s (FHWA) Traffic Noise Model (TNM version 2.5). The traffic noise model was calibrated to measured conditions documented during the noise monitoring survey using concurrent traffic counts and vehicle mix, and then used to calculate traffic noise levels with implementation of the proposed project. Additional non-measurement receiver locations were added to the model (R-1 through R-20) and are shown in Attachment A-1 through A-3. The results of the modeling are summarized in Table 6. I - 11 TABLE 6 Summary of Traffic Noise Modeling Results (dBA, Ldn) Receiver Existing Existing Plus Project Noise Level Increase (+) or Decrease (-) Significant Noise Increase? LT-1 69 69 0 No LT-2a 70 70 0 N/A ST-1 72 72 0 No ST-2 69 71 2 No ST-3 61 63 2 No ST-4a 73 73 0 N/A ST-5 55 55 0 No ST-6 a 58 58 0 N/A R-1 63 63 0 No R-2 62 62 0 No R-3 61 61 0 No R-4 61 61 0 No R-5 69 69 0 No R-6 61 61 0 No R-7 62 62 0 No R-8 59 59 0 No R-9 57 58 1 No R-10 55 56 1 No R-11 52 53 1 No R-12 51 52 1 No R-13 56 56 0 No I - 12 Receiver Existing Existing Plus Project Noise Level Increase (+) or Decrease (-) Significant Noise Increase? R-14 56 56 0 No R-15 57 57 0 No R-16 59 59 0 No R-17 57 57 0 No R-18 57 57 0 No R-19 55 55 0 No R-20 65 66 1 No Notes: a Noise measurement locations LT-2, ST-4 and ST-6 are reference positions for TNM calibration and are not representative of sensitive receiver locations. N/A = Not applicable. As indicated in Table 6, noise level increases resulting from the widening project would be 2 dBA Ldn or less at receivers along the project corridor. Table 6 also shows that there would be no locations where existing noise levels would be increased above the “normally acceptable” threshold of 60 dBA Ldn. The projected noise level increases would not exceed the significance criteria established for the project, and the impact would be less-than-significant. Mitigation Measures: None Required Impact 3: Exposure to Groundborne Vibration. Roadway construction activities would not result in excessive groundborne vibration at residences in the vicinity. This is a less-than-significant impact. Equipment anticipated during project construction would include backhoes, excavators, dump trucks, front-end loaders, asphalt pavement grinders, compacting equipment, asphalt pavers, concrete trucks and various passenger vehicles. Construction activities with the greatest potential of generating perceptible vibration levels would include the removal of existing pavement, concrete, or soil, the movement of heavy tracked equipment, and vibratory compacting of roadway base materials. Table 7 summarizes typical vibration levels associated with varying pieces of construction equipment at a distance of 25 feet. I - 13 TABLE 7 Vibration Source Levels for Construction Equipment2 Equipment PPV at 25 ft. (in/sec) Pile Driver (Impact) upper range 1.158 typical 0.644 Pile Driver (Sonic) upper range 0.734 typical 0.170 Clam shovel drop 0.202 Hydromill (slurry wall) in soil 0.008 in rock 0.017 Vibratory Roller 0.210 Hoe Ram 0.089 Large bulldozer 0.089 Caisson drilling 0.089 Loaded trucks 0.076 Jackhammer 0.035 Small bulldozer 0.003 A review of the vibration source level data contained in Table 7 indicates that vibration levels expected with project construction would typically range from 0.003 in/sec PPV to 0.210 in/sec PPV at a distance of 25 feet. Construction activities that generate higher vibration levels, such as impact or vibratory pile driving, would not be expected with the project. Project construction activities would typically occur at distances of 30 feet or greater from the nearest sensitive residential structures. At a distance of 30 feet, vibration levels would be expected to range from 0.002 in/sec PPV to 0.160 in/sec PPV, and would not exceed the 0.3 in/sec PPV significance criteria. Vibration levels generated by construction activities would at times be perceptible indoors and may be considered annoying. However, residential land uses adjoining the roadway would not be subject to excessive vibration levels over extended periods of time given the limited amount of work anticipated in close proximity to existing residential buildings. Furthermore, construction hours are assumed to occur during the daytime only, thus reducing the potential for residential annoyance during typical periods of rest or sleep. This is a less-than-significant impact. Mitigation Measures: None Required 2 Transit Noise and Vibration Impact Assessment, United States Department of Transportation, Office of Planning and Environment, Federal Transit Administration, May 2006. I - 14 Impact 4: Construction Noise. Noise generated by roadway construction activities would be temporary and would not be expected to adversely affect adjacent residential land uses. This is a less-than-significant impact. The construction of the project would generate noise, and would temporarily increase noise levels at adjacent residential receptors. Construction equipment would likely include backhoes, excavators, dozers, dump trucks, front-end loaders, scrapers, graders, compacting equipment, asphalt pavers and rollers, and various passenger vehicles. Noise impacts resulting from roadway construction depend on the noise generated by various pieces of construction equipment, the timing and duration of noise generating activities, and the distance between construction noise sources and noise sensitive receptors. Construction activities generate considerable amounts of noise, especially when heavy equipment is used. Tables 8 and 9 summarize the range of noise levels generated by individual pieces of construction equipment and typical construction noise levels during specific construction phases, respectively. At times, these activities would occur immediately adjacent to residential receivers. The highest maximum noise levels generated by project construction would typically range from about 90 to 98 dBA at a distance of 50 feet from the noise source. Typical hourly average construction generated noise levels are about 79 dBA to 88 dBA measured at a distance of 50 feet from the center of the site during busy construction periods. Interior noise levels would be as high as 68 dBA inside (assuming the windows are shut). The noise levels would be high enough to interfere with conversation in the rooms facing the road. During other phases of construction, noise levels would be lower but could still potentially interfere with indoor and outdoor activities. Construction generated noise levels drop off at a rate of about 6 dBA per doubling of distance between the source and receptor. Shielding provided by buildings or terrain result in lower construction noise levels at distant receptors. Noise impacts resulting from construction activities depend on the noise levels generated by various pieces of construction equipment relative to ambient noise conditions, the timing and duration of noise generating activities, and the distance between construction noise sources and noise sensitive receptors. Construction noise impacts often occur when construction activities take place during noise-sensitive times of the day (early morning, evening, or nighttime hours), when construction activities occur immediately adjacent to noise sensitive land uses, or when construction durations last over extended periods of time. Limiting construction activities to daytime hours is often a simple method to reduce the potential for construction noise impacts. The selection and utilization of “quiet” construction equipment can also reduce the potential for significant noise impacts. Construction activities are assumed to occur only during daytime hours (e.g., 7:00 a.m. to 7:00 p.m.). Construction of the planned roadway improvements would result in temporary noise level increases at sensitive receivers along the project alignment. Construction activities would generally move along the right-of-way as construction proceeds, and the overall construction duration would be limited to less than one year. This is a less-than-significant impact. Mitigation Measures: None Required I - 15 TABLE 8 Construction Equipment Noise Level Range A-Weighted Noise Level (dB) at 50 Feet 60 70 80 90 100 110 Earth Moving: Compactors (Rollers) Front Loaders Backhoes Bulldozers Scrapers, Graders Pavers Trucks Materials Handling: Concrete Mixers Concrete Pumps Cranes (Movable) Cranes (Derrick) Stationary: Pumps Generators Compressors Impact Equipment: Pneumatic Wrenches Jackhammers & Rock Drill Pile Drivers (Peak) Others: Vibrators Saws Source: Handbook of Noise Control, Cyril M. Harris, 1979 I - 16 TABLE 9 Typical Ranges of Noise Levels at 50 Feet from Construction Sites (dBA Leq) Domestic Housing Office Building, Hotel, Hospital, School, Public Works Industrial Parking Garage, Religious Amusement & Recreations, Store, Service Station Public Works Roads & Highways, Sewers, and Trenches I II I II I II I II Ground Clearing 83 83 84 84 84 83 84 84 Excavation 88 75 89 79 89 71 88 78 Foundations 81 81 78 78 77 77 88 88 Erection 81 65 87 75 84 72 79 78 Finishing 88 72 89 75 89 74 84 84 I - All pertinent equipment present at site. II - Minimum required equipment present at site. Source: United States Environmental Protection Agency, 1973. Legal Compilation on Noise, Vol. 1, p. 2-104. I - 17 # # # # # # # # # LT-2 R-9 R-1 R-20 ST-1 ST-3 ST-2 Attachment A-1 Project Vicinity and Noise Measurement/Modeling Locations 0200400600800100Feet Legend #Measurement/Receiver Locations #Additional Receiver Locations #Measurement-Only Locations ± Source: Bing, Illingworth & Rodkin, Inc., 2012. I - 18 # # # # # # # # # # # # # # # # # # ST-4R-8 R-7 R-6 R-5 R-4 R-3 R-2 R-14 R-13 R-12 R-11 R-10 ST-5 Attachment A-2 Project Vicinity and Noise Measurement/Modeling Locations 0200400600800100Feet Legend #Measurement/Receiver Locations #Additional Receiver Locations #Measurement-Only Locations ± Source: Bing, Illingworth & Rodkin, Inc., 2012. I - 19 # # # # # # # # ST-6 R-19 R-18 R-17 R-16 R-15 LT-1 Attachment A-3 Project Vicinity and Noise Measurement/Modeling Locations 0200400600800100Feet Legend #Measurement/Receiver Locations #Additional Receiver Locations #Measurement-Only Locations ± Source: Bing, Illingworth & Rodkin, Inc., 2012. I - 20 AT T A C H M E N T B : M E A S U R E D N O I S E L E V E L S a t L T - 1 a n d L T - 2 No i s e L e v e l s i n A l a m o C r e e k P a r k ( L T - 1 ) ~ 7 5 f e e t f r o m c e n t e r o f D o u g h e r t y R o a d Ju n e 2 0 - 2 1 , 2 0 1 2 ( W e d n e s d a y - T h u r s d a y ) 253035404550556065707580859095 10 0 11 : 0 0 1 3 : 0 0 1 5 : 0 0 1 7 : 0 0 1 9 : 0 0 2 1 : 0 0 2 3 : 0 0 1 : 0 0 3 : 0 0 5 : 0 0 7 : 0 0 9 : 0 0 Ho u r B e g i n n i n g Noise Level (dBA) Lmax L(1)L(10)L(50)L(90)Lmin Leq (hr)Ldn = 70 dBA I - 21 AT T A C H M E N T B : M E A S U R E D N O I S E L E V E L S a t L T - 1 a n d L T - 2 No i s e L e v e l s i n A l a m o C r e e k P a r k ( L T - 1 ) ~ 7 5 f e e t f r o m c e n t e r o f D o u g h e r t y R o a d Ju n e 2 1 - 2 2 , 2 0 1 2 ( T h u r s d a y - F r i d a y ) 253035404550556065707580859095 10 0 11 : 0 0 1 3 : 0 0 1 5 : 0 0 1 7 : 0 0 1 9 : 0 0 2 1 : 0 0 2 3 : 0 0 1 : 0 0 3 : 0 0 5 : 0 0 7 : 0 0 9 : 0 0 Ho u r B e g i n n i n g Noise Level (dBA) Lmax L(1)L(10)L(50)L(90)Lmin Leq (hr)Ldn = 70 dBA I - 22 AT T A C H M E N T B : M E A S U R E D N O I S E L E V E L S a t L T - 1 a n d L T - 2 No i s e L e v e l s i n P a r k S i e r r a n e a r N o r t h A v e n u e ( L T - 2 ) ~ 5 5 f e e t f r o m c e n t e r o f D o u g h e r t y R o a d Ju n e 2 0 - 2 1 , 2 0 1 2 ( W e d n e s d a y - T h u r s d a y ) 253035404550556065707580859095 10 0 11 : 0 0 1 3 : 0 0 1 5 : 0 0 1 7 : 0 0 1 9 : 0 0 2 1 : 0 0 2 3 : 0 0 1 : 0 0 3 : 0 0 5 : 0 0 7 : 0 0 9 : 0 0 Ho u r B e g i n n i n g Noise Level (dBA) Lmax L(1)L(10)L(50)L(90)Lmin Leq (hr)Ldn = 71 dBA I - 23 AT T A C H M E N T B : M E A S U R E D N O I S E L E V E L S a t L T - 1 a n d L T - 2 No i s e L e v e l s i n P a r k S i e r r a n e a r N o r t h A v e n u e ( L T - 2 ) ~ 5 5 f e e t f r o m c e n t e r o f D o u g h e r t y R o a d Ju n e 2 1 - 2 2 , 2 0 1 2 ( T h u r s d a y - F r i d a y ) 253035404550556065707580859095 10 0 11 : 0 0 1 3 : 0 0 1 5 : 0 0 1 7 : 0 0 1 9 : 0 0 2 1 : 0 0 2 3 : 0 0 1 : 0 0 3 : 0 0 5 : 0 0 7 : 0 0 9 : 0 0 Ho u r B e g i n n i n g Noise Level (dBA) Lmax L(1)L(10)L(50)L(90)Lmin Leq (hr)Ldn = 71 dBA I - 24 APPENDIX J TRAFFIC IMPACT STUDY This page intentionally left blank. Traffic Impact Study – Final Report DOUGHERTY ROAD WIDENING – SIERRA LANE TO NORTH CITY LIMITS DUBLIN, CA 22 May 2012 Prepared for: City of Dublin, CA Prepared by: Kimley-Horn and Associates, Inc. James E. West, P.E. This Traffic Impact Study has been prepared under the direction of James E. West. Mr. West attests to the technical information contained therein and has judged the qualifications of recommendations, conclusions, and decisions are based on City of Dublin guidelines, general engineering standards, and California/Federal laws. J - 1 WARNING! The electronic data files ("Files") furnished by Kimley-Horn and Associates, Inc. to the intended receiver of the Files ("Receiving Party") are provided only for the convenience of Receiving Party and only for its sole use. In the case of any defects in the Files or any discrepancies between the electronic Files and the hardcopy of the Files prepared by Kimley-Horn, the hardcopy shall govern. Only printed copies of documents conveyed by Kimley-Horn may be relied upon. Any use of the information obtained or derived from these electronic files will be at the Receiving Party's sole risk. Because data stored in electronic media format can deteriorate or be modified inadvertently or otherwise without authorization of the data's creator, the Receiving Party agrees that it has 60 days to perform acceptance tests, after which it shall be deemed to have accepted the data transferred. Receiving Party accepts the Files on an "as is" basis with all faults. There are no express warranties made by Kimley-Horn with respect to the Files, and any implied warranties are excluded. J - 2 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc i 22 May 2012 Kimley-Horn and Associates, Inc. TABLE OF CONTENTS EXECUTIVE SUMMARY ................................................................................................ 3 Introduction ............................................................................................................................................... 3 Analysis Results and Conclusions ............................................................................................................ 4 Dougherty Road Widening Project Alternatives ....................................................................................... 4 INTRODUCTION ............................................................................................................. 6 Study Methodology ................................................................................................................................... 6 Development Conditions ...................................................................................................................... 6 Operating Conditions and Criteria ........................................................................................................ 8 Thresholds of Significance ................................................................................................................... 8 Study Intersections and Roadway Segments Included in Analysis ........................................................ 11 EXISTING CONDITIONS .............................................................................................. 11 Existing Corridor Configuration ............................................................................................................... 11 Existing Land Uses in Vicinity of Project Corridor .................................................................................. 12 Existing Roadway Network ..................................................................................................................... 12 Existing Lane Configurations and Traffic Control ................................................................................... 14 Existing Peak Hour Turning Movement Volumes ................................................................................... 14 Existing Transit Facilities ........................................................................................................................ 14 Existing Bicycle and Pedestrian Facilities .............................................................................................. 15 Calibration of Existing Conditions ........................................................................................................... 15 Existing Levels of Service at Study Intersections ................................................................................... 16 NO BUILD ALTERNATIVE ........................................................................................... 19 Proposed Roadway Projects in Vicinity of Site ....................................................................................... 19 Near-Term Lane Configurations and Traffic Control .............................................................................. 19 Far-Term Lane Configurations and Traffic Control ................................................................................. 19 Near Term Peak Hour Turning Movement Volumes .............................................................................. 20 Far-Term Peak Hour Turning Movement Volumes ................................................................................ 20 DOUGHERTY ROAD WIDENING PROJECT ............................................................... 24 Existing Plus Project Peak Hour Turning Movement Volumes ............................................................... 26 Existing Plus Project Levels of Service at Study Intersections ............................................................... 26 Near-term Plus Project Peak Hour Turning Movement Volumes ........................................................... 29 Near-term Plus Project Levels of Service at Study Intersections ........................................................... 29 Far-term Plus Project Peak Hour Turning Movement Volumes ............................................................. 31 Far-term Plus Project Levels of Service at Study Intersections ............................................................. 31 DOUGHERTY ROAD WIDENING ALTERNATIVE #1 .................................................. 33 DOUGHERTY ROAD WIDENING ALTERNATIVE #2 .................................................. 35 DOUGHERTY ROAD WIDENING ALTERNATIVE #3 .................................................. 37 VEHICLE QUEUING ..................................................................................................... 39 J - 3 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc ii 22 May 2012 Kimley-Horn and Associates, Inc. POTENTIAL EFFECTS ON EMERGENCY SERVICE ACCESS .................................. 40 POTENTIAL EFFECTS ON TRANSIT, BICYCLE, AND PEDESTRIAN MOBILITY .... 42 SUMMARY OF IMPACTS AND RECOMMENDED MITIGATION ................................ 43 Significant Unless Mitigated ................................................................................................................... 43 APPENDIX .................................................................................................................... 44 LIST OF FIGURES Figure 1 – Project Location & Study Intersections ......................................................... 46 Figure 2 – Existing Condition - Lane Geometry and Traffic Control .............................. 47 Figure 3 – Existing Condition - Peak Hour Turning Movement Volumes ....................... 48 Figure 4 – Near-Term Condition - Lane Geometry and Traffic Control.......................... 49 Figure 5 – Far-Term Condition - Lane Geometry and Traffic Control ............................ 50 Figure 6 – Near-term Condition - Peak Hour Turning Movement Volumes ................... 51 Figure 7 – Far-term Condition - Peak Hour Turning Movement Volumes ...................... 52 Figure 8 – Proposed Project – Lane Geometry and Traffic Control ............................... 53 Figure 9 – Existing + Project Condition – Peak Hour Turning Movement Volumes ....... 54 Figure 10 – Near-term + Project Condition – Peak Hour Turning Movement Volumes . 55 Figure 11 – Far-term + Project Condition – Peak Hour Turning Movement Volumes .... 56 LIST OF TABLES Table 1 – Signalized Intersection Level of Service Definitions ...................................... 10 Table 2 – Unsignalized Intersection Level of Service Definitions .................................. 10 Table 3 – Existing Conditions Travel Times (Dougherty Road from Sierra Lane to Fall Creek Road) .................................................................................................................. 16 Table 4 – Existing Intersection Levels of Service Summary .......................................... 18 Table 5 – Near-term Intersection Levels of Service Summary ...................................... 22 Table 6 – Far-term Intersection Levels of Service Summary ......................................... 23 Table 7 – Existing Plus Project Intersection Levels of Service Summary ...................... 28 Table 8 – Near-term Plus Project Intersection Levels of Service Summary .................. 30 Table 9 – Far-term Plus Project Intersection Levels of Service Summary ..................... 32 Table 10 – Existing Plus Alternative #1 Intersection Levels of Service Summary ......... 34 Table 11 – Existing Plus Alternative #2 Intersection Levels of Service Summary ......... 36 Table 12 – Far-term Plus Alternative #3 Intersection Levels of Service Summary ........ 38 Table 13 – Dougherty Road Widening Effect on Emergency Vehicle Access ............... 41 J - 4 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 3 22 May 2012 Kimley-Horn and Associates, Inc. EXECUTIVE SUMMARY Introduction It is proposed that Dougherty Road between Sierra Lane and the Dublin north city limits be widened to six (6) lanes with a landscaped median and occasional turn lanes. The widening will occur to the east of the existing roadway and the new median will limit access to some side streets and driveways that currently have unrestricted access to Dougherty Road. Completion of the widening is expected no later than year 2015. Kimley-Horn and Associates, Inc. was retained by the City of Dublin to prepare a traffic study for the road widening to determine the operational effects of the widening and evaluate options for access management. This traffic study was prepared based on discussions with, and criteria set forth by, the City of Dublin. The “Project” is defined as widening Dougherty Road to six lanes with turn lanes and a center median. The proposed project will not generate new vehicular trips but will increase roadway capacity and alter traffic patterns as a result in access changes to side streets and individual properties. For safety and operational reasons, left turns into side streets controlled by stop signs would generally still be permitted but left turns out would be restricted. Most driveway accesses on Dougherty Road would be limited to right in and out movements. Driveway turn limitations will require drivers to make U-turns at the nearest traffic signal to access these properties. To assess changes in traffic conditions associated with the project, the following intersections, illustrated in Figure 1, were selected for evaluation in this traffic study based on their location in relation to the project. 1. Dougherty Road/Fall Creek Drive 2. Dougherty Road/Willow Creek Drive 3. Dougherty Road/Wildwood Road 4. Dougherty Road/Amador Valley Boulevard 5. Dougherty Road/Ventura Drive (future intersection) 6. Dougherty Road/S. Mariposa Drive (future intersection) 7. Dougherty Road/Monterey Drive (future intersection) 8. Dougherty Road/Scarlett Drive 9. Dougherty Road/Turbo Spa Driveway 10. Dougherty Road/Sherwin Williams Driveway 11. Dougherty Road/Performance Automotive Driveway 12. Dougherty Road/European Auto Driveway 13. Dougherty Road/Castle Plastics Driveway 14. Dougherty Road/Ironhorse Trail Apartments 15. Dougherty Road/Dublin Self Storage 16. Dougherty Road/Houston Place J - 5 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 4 22 May 2012 Kimley-Horn and Associates, Inc. 17. Dougherty Road/Denica’s Restaurant 18. Dougherty Road/Quality Tune Up 19. Dougherty Road/Mini Mart 20. Dougherty Road/Voss Materials 21. Dougherty Road/Sierra Lane These study intersections were evaluated under the existing conditions and no build conditions in the near-term (2015) and the far-term (2025). The No Build Alternative serves as a baseline for comparison to the project alternative. The existing plus project, near-term plus project, and far-term plus project conditions were then compared to the baseline conditions to determine any potential impacts. Analysis Results and Conclusions Results of the analysis show no potential significant impacts due to the proposed project from a LOS perspective. In most cases the level of service (LOS) improved for the side- street stop-controlled intersections and driveways along Dougherty Road between Sierra Lane and Scarlett Drive. Although there were no potential significant impacts from a LOS perspective, there was one instance where vehicle queuing would exceed the current available left turn storage unless the turn bay length is adjusted. This occurred at the intersection of Dougherty Road/Sierra Lane. The roadway improvements are not expected to result in substantially increased hazards, result in inadequate emergency access, or conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities. Dougherty Road Widening Project Alternatives Three project alternatives were also analyzed that would as part of the study. They included: 1. Allowing westbound left turns out from Houston Place 2. Restricting Wildwood Road to right turns in and out only 3. Adding a second southbound left turn at Scarlett Drive Results of Alternative #1 showed that the proposed opening of the median to allow westbound left turn vehicles out of Houston Place does not operate acceptably. Traffic volumes on Dougherty Road will be sufficiently high such that left turning traffic will be unable to turn left from Houston Place without having to wait for long periods of time. It is better for them to make a U-turn at the nearest traffic signal for ingress and egress. Results of Alternative #2 showed that the proposed left turn restrictions at Wildwood Road will operate acceptably even though additional traffic is redirected through the J - 6 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 5 22 May 2012 Kimley-Horn and Associates, Inc. Willow Creek Drive intersection. However, Wheels transit has existing bus routes that make a northbound left turn from Dougherty Road to Wildwood Road that would be impacted by the median closure and turn restriction. The existing 40-foot buses would be unable to make a U-turn at Willow Creek Drive and the detour to continue to service the neighborhood would significantly increase the route travel time. Results of Alternative #3 show that the proposed addition of a southbound left turn lane at the intersection of Dougherty Road and Scarlett Drive improves the intersection operations and the intersection operates acceptably. Because there is the possibility that the intersection of Dougherty Road and Scarlett Drive will be reconfigured with the future Camp Parks redevelopment project, the double southbound left turn lane should be address with that project, if needed. J - 7 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 6 22 May 2012 Kimley-Horn and Associates, Inc. INTRODUCTION It is proposed that Dougherty Road between Sierra Lane and the Dublin north city limits be widened to six (6) lanes with a landscaped median and occasional turn lanes. The widening will occur to the east of the existing roadway and the new median will limit access to some side streets and driveways that currently have unrestricted access to Dougherty Road. Completion of the widening is expected no later than year 2015. Kimley-Horn and Associates, Inc. was retained by the City of Dublin to prepare a traffic study for the road widening to determine the operational effects of the widening and evaluate options for access management. Results of the traffic study will be used in the preparation of design plans and in preparation of an environmental study to document the impacts of the proposed project. This traffic study was prepared based on discussions with, and criteria set forth by, the City of Dublin. The “Project” is defined as widening Dougherty Road to six lanes with turn lanes and a center median. The project also includes modifications to pedestrian crossings at intersections, installation of bicycle lanes on the roadway, and improvements to the Class I bikeway on the east side of Dougherty Road. Study Methodology Development Conditions The traffic evaluation is based on the following “No Build” and “Build” development conditions: Existing 2012 conditions without the project – Based on current traffic counts and existing roadway geometry and traffic control. Near-term 2015 conditions without the project - Based on future 2015 traffic projections from the CCTA and Dublin travel forecast models consistent with anticipated growth at the approximate completion of the widening project. The scenario includes roadway projects (excluding widening of Dougherty Road) anticipated to be in place at the same time of the 2015 forecast horizon. Far-term 2025 conditions without the project – Based on future 2025 traffic projections from the CCTA and Dublin travel forecast models consistent with buildout of the City’s General Plan. The scenario includes roadway projects (excluding widening of Dougherty Road) anticipated to be in place at the same time of the 2025 forecast horizon. Existing plus project traffic conditions – Based on current traffic counts and roadway geometry proposed for the Dougherty widening. J - 8 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 7 22 May 2012 Kimley-Horn and Associates, Inc. Near-term 2015 plus project traffic conditions – Based on 2015 future traffic forecasts of near-term development conditions, roadway projects anticipated to be in place at the same time of the 2015 forecast horizon, and Dougherty Road widening improvements. Far-term 2025 plus project traffic conditions – Based on future traffic forecasts of far-term development conditions, roadway projects anticipated to be in place at the same time of the 2025 forecast horizon, and Dougherty Road widening improvements. City of Dublin General Plan Guiding Policies1 The City of Dublin General Plan establishes the following policies relevant to transportation: A. Design non-residential streets to (1) accommodate forecasted average daily traffic demand on segments between intersections, (2) minimize congested conditions during peak hours of operation at intersections and serve a balance of vehicles, bicycles, pedestrians and transit. D. Reserve right-of-way and construct improvements necessary to allow streets to accommodate projected vehicular traffic with the least friction. E. The City shall consider the Tri-Valley Transportation Plan and Action Plan when adopting or amending the circulation element of the general plan and specific plans, zoning ordinances or capital improvement program. F. The City shall strive to phase development and roadway improvements so that the operating Level of Service (LOS) for intersections in Dublin does not exceed LOS D. However, intersections within in the Downtown Dublin Specific Plan area (including the intersections of Dublin Boulevard/San Ramon Road and Village Parkway/Interstate 680 on-ramp) are excluded from this requirement and may operate at LOS E or worse. G. The City will comply with all provisions of the Alameda County Congestion Management Program and will review proposed development projects to ensure compliance with this Program. The general Plan also includes additional guiding policies for transit and bikeways which include: Transit B. Support improved local transit as essential to a quality urban environment, particularly for residents who do not drive. 1 City of Dublin General Plan, Updated March 23, 2012. J - 9 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 8 22 May 2012 Kimley-Horn and Associates, Inc. C. Support the development of a community that facilitates and encourages the use of local and regional transit systems. Bikeways A. Provide safe bikeways along arterials. B. Improve and maintain bicycle routes and support facilities in conformance with the recommendation of the City’s Bikeways Master Plan. Operating Conditions and Criteria Levels of service are represented by a letter scale from LOS A to LOS F, with LOS A representing the best performance and LOS F representing the poorest performance under significantly congested conditions. Based on City of Dublin requirements, traffic analysis to determine level of service at signalized intersections was completed using the 2000 Highway Capacity Manual (HCM) Operations module within in Synchro software. The Synchro software platform is based on the methodology of the Highway Capacity Manual and is approved by the City of Dublin for use in preparation of traffic impact studies. At unsignalized intersections, Level of Service was evaluated using the 2000 Highway Capacity Manual Unsignalized Intersections methodology at STOP-controlled intersections. The method ranks Level of Service on an A though F scale similar to that used for signalized intersections, using average delay in seconds for stopped movements as its measure of effectiveness. Thresholds of Significance Based on CEQA Guidelines Appendix G, a project is normally considered to have significant environmental effects regarding transportation and circulation if it would: a) Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit. b) Conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads or highways. J - 10 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 9 22 May 2012 Kimley-Horn and Associates, Inc. c) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks. d) Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment). e) Result in inadequate emergency access. f) Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities, or otherwise decrease the performance or safety of such facilities. City of Dublin General Plan standards require that the City strive for LOS D at intersections. Therefore, an impact would be significant if an intersection operating at an acceptable level would now exceed acceptable levels. An impact would also be significant if an intersection is already operating below an acceptable threshold and the project worsens the condition. With respect to routes of regional significance, an impact would be significant if such routes would fail to comply with the applicable standard of the General Plan. The General Plan requires the City to make a good faith effort to maintain Level of Service D on arterial segments of, and at the intersections of, routes of regional significance (including Dougherty Road) or implement transportation improvements or other measures to improve the level of service. Tables 1 and 2 relate the operational characteristics associated with each level of service category for both signalized and unsignalized intersections. J - 11 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 10 22 May 2012 Kimley-Horn and Associates, Inc. Table 1 – Signalized Intersection Level of Service Definitions Level of Service Description Signalized (Avg. control delay per vehicle sec/veh.) A Free flow with no delays. Users are virtually unaffected by others in the traffic stream 10 B Stable traffic. Traffic flows smoothly with few delays. 10 – 20 C Stable flow but the operation of individual users becomes affected by other vehicles. Modest delays. 20 – 35 D Approaching unstable flow. Operation of individual users becomes significantly affected by other vehicles. Delays may be more than one cycle during peak hours. 35 – 55 E Unstable flow with operating conditions at or near the capacity level. Long delays and vehicle queuing. 55 – 80 F Forced or breakdown flow that causes reduced capacity. Stop and go traffic conditions. Excessive long delays and vehicle queuing. 80 Source: Transportation Research Board, Highway Capacity Manual 2000, National Research Council, 2000. Table 2 – Unsignalized Intersection Level of Service Definitions Level of Service Description Unsignalized (Avg. control delay per vehicle sec/veh.) A Little or no conflicting traffic for minor movements. 10 B Drivers on minor movements begin to notice absence of available gaps. 10 – 15 C Drivers on minor movements begin to experience delays waiting for adequate gaps. 15 – 25 D Queuing occurs on minor movements due to a reduction in available gaps. 25 – 35 E Extensive minor movement queuing due to insufficient gaps. 35 – 50 F Insufficient gaps of adequate size to allow minor movement traffic demand to be accommodated. 50 Source: Transportation Research Board, Highway Capacity Manual 2000, National Research Council, 2000. J - 12 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 11 22 May 2012 Kimley-Horn and Associates, Inc. Study Intersections and Roadway Segments Included in Analysis The proposed project will not generate new vehicular trips but will increase roadway capacity and alter traffic patterns as a result in access changes to side streets and individual properties. To assess changes in traffic conditions associated with the project, the following intersections, illustrated in Figure 1, were selected for evaluation in this traffic study based on their location in relation to the project. 1. Dougherty Road/Fall Creek Drive 2. Dougherty Road/Willow Creek Drive 3. Dougherty Road/Wildwood Road 4. Dougherty Road/Amador Valley Boulevard 5. Dougherty Road/Ventura Drive (future intersection) 6. Dougherty Road/S. Mariposa Drive (future intersection) 7. Dougherty Road/Monterey Drive (future intersection) 8. Dougherty Road/Scarlett Drive 9. Dougherty Road/Turbo Spa Driveway 10. Dougherty Road/Sherwin Williams Driveway 11. Dougherty Road/Performance Automotive Driveway 12. Dougherty Road/European Auto Driveway 13. Dougherty Road/Castle Plastics Driveway 14. Dougherty Road//Ironhorse Trail Apartments 15. Dougherty Road/Dublin Self Storage 16. Dougherty Road/Houston Place 17. Dougherty Road/Denica’s Restaurant 18. Dougherty Road/Quality Tune Up 19. Dougherty Road/Mini Mart 20. Dougherty Road/Voss Materials 21. Dougherty Road/Sierra Lane EXISTING CONDITIONS Existing Corridor Configuration Dougherty Road from Sierra Lane to approximately Houston Place is 6 lanes wide with a center turn lane. From Houston Place to the north Dublin city limits the roadway is 4 lanes wide with turn lanes at selected intersections. A class I bikeway is present on the east side of the roadway near the berm that separates the road corridor from the Camp Parks military base. The widening will push the new roadway edge to within a few feet of the existing bikeway alignment or may require minor relocation of the bikeway. J - 13 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 12 22 May 2012 Kimley-Horn and Associates, Inc. Dougherty Road is classified as an Arterial Street in the Dublin General Plan and is also a Route of Regional Significance in the Tri-Valley Transportation Council’s Tri-Valley Transportation Plan/Action Plan. The speed limit on Dougherty Road between Sierra Lane and Amador Valley Road is 40 mph and the speed limit between Amador Valley Road and the north city limits is 45 mph. It is common for vehicles to travel 5 mph or more over the speed limit during uncongested traffic conditions. Existing Land Uses in Vicinity of Project Corridor Between Sierra Lane and Scarlett Drive, Dougherty Road is bordered by commercial and residential properties which have relatively unrestricted ingress and egress. Between Scarlett Drive and the north city limits, the road is bordered on the west by mostly single and multi-family homes and bordered on the east by the Camp Parks military base. Access in this segment of Dougherty Road is limited to selected driveways and intersections. The Emerald Vista residential development is currently under construction between Scarlett Drive and Amador Valley Road. When completed, Emerald Vista will have approximately 198 market rate homes and 180 affordable rental apartments for families and seniors. Existing Roadway Network Below is a description of the principal roadways in the vicinity of the project corridor. Amador Valley Boulevard Amador Valley Boulevard is a two-lane collector street that joins Dougherty Road with San Ramon Road, with much of the boulevard separated by landscape medians. Amador Valley Boulevard near Dougherty Road is bordered by single-family and multi- family residential units. Dublin Boulevard Dublin Boulevard is a major east-west arterial. West of Dougherty Road, it is a four- to six-lane divided road fronted principally by retail and commercial uses. East of Dougherty Road, it is a six-lane divided arterial fronted largely by residential, commercial uses, and vacant land. Fall Creek Drive Fall Creek Drive is a two-lane residential street serving homes on the west side of Dougherty Road. Fall Creek Drive and Willow Creek Drive are the only access points to the neighborhood. J - 14 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 13 22 May 2012 Kimley-Horn and Associates, Inc. Houston Place Houston Place is a two-lane residential street which also serves commercial uses on the south side of the roadway. Interstate 580 Interstate 580 is an eight-lane, east-west freeway that connects Dublin with nearby cities of Pleasanton and Livermore, as well as provides regional connections to cities such as Oakland, Hayward, and Tracy. I-580 has an interchange with Dougherty Road south of the project area. Mariposa Drive (future intersection) Mariposa Drive is a future two-lane residential street serving homes in the new Emerald Vista development on the west side of Dougherty Road. A traffic signal is planned for this intersection which will also serve as the future entrance to the Camp Parks military base located on the east side of Dougherty Road. Monterey Drive (future intersection) Monterey Drive is a future two-lane residential street serving homes in the new Emerald Vista development on the west side of Dougherty Road. Scarlett Drive Scarlett Drive is a two-lane residential street serving homes on the east and west sides of Dougherty Road. The Iron Horse bikeway parallels this segment of Scarlett Drive and provides a connection between the East Dublin BART station and the communities to the north including San Ramon, Danville, and Walnut Creek. Sierra Lane Sierra Lane is a two-lane collector street serving residential, commercial, and light industrial uses. Sierra Lane provides secondary access to commercial properties along Dougherty Road. Ventura Drive (future intersection) Monterey Drive is a future two-lane residential street serving homes in the new Emerald Vista development on the west side of Dougherty Road. Wildwood Road Wildwood Road is a two-lane residential street serving homes on the west side of Dougherty Road. At its connections to Dougherty Road and Amador Valley Boulevard, Wildwood Drive serves as the only two access points to the neighborhood. Willow Creek Drive Willow Creek Drive is a two-lane residential street serving homes on the west side of Dougherty Road. Willow Creek Drive and Fall Creek Drive are the only access points to the neighborhood. J - 15 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 14 22 May 2012 Kimley-Horn and Associates, Inc. Existing Lane Configurations and Traffic Control Existing intersection lane configurations and traffic controls are illustrated in Figure 2. Traffic signals in the study area are located at four of the study intersections. With the completion of the Emerald Vista development, a traffic signal will be added at the intersection of Dougherty Road and Mariposa Drive. Existing Peak Hour Turning Movement Volumes Weekday intersection turning movement volumes were collected at project study area intersections on February 16, 2012. Volumes were collected during the AM and PM peak periods of the weekday when local schools were in session. A 24-hour mechanical count was also completed during the same period to determine the overall traffic flow and peaks along Dougherty Road. Existing volumes are shown in Figure 3. Traffic volume data sheets are available in the Appendix. Existing Transit Facilities Livermore Amador Valley Transit District (LAVTA) provides transit service for the tri- valley communities of Dublin, Pleasanton and Livermore. “Wheels” is the fixed-route transit service provided by LAVTA which operates Routes 3, 3V and 202 in the project corridor. The routes provide convenient connections to many locations in the city and connections to other local and regional transit routes. Route 3 travels in both directions along Dougherty Road between Dublin Boulevard and Amador Valley Boulevard. Route 3V travels in both directions along Dougherty Road between Dublin Boulevard and Wildwood Road, where it travels through the neighborhood and also on Amador Valley Road. Route 202 travels in both directions along Dougherty Road between Dublin Boulevard and Wildwood Road, where it travels through the neighborhood and also on Amador Valley Road. There are transit stops at the following locations on Dougherty Road which include: Northbound Dougherty Road north of Houston Place Southbound Dougherty Road south of Mariposa Drive (includes a bus pullout) Southbound Dougherty Road north of Sierra Lane. There are also multiple stops within the neighborhood served by Wildwood Road and along Amador Valley Boulevard. J - 16 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 15 22 May 2012 Kimley-Horn and Associates, Inc. In addition to Wheels service, County Connection operates Route 35 along Dougherty Road which provides connections between the East Dublin BART station and the San Ramon Transit Center in Bishop Ranch. County Connection provides fixed-route and paratransit bus service throughout the communities of Concord, Pleasant Hill, Martinez, Walnut Creek, Clayton, Lafayette, Orinda, Moraga, Danville, San Ramon, as well as unincorporated communities in Central Contra Costa County. Existing Bicycle and Pedestrian Facilities Sidewalks are present on the west side of Dougherty Road for the entire length of the project corridor. The sidewalk is adjacent to the vehicle travel lanes south of Amador Valley Boulevard but becomes a setback, meandering sidewalk north of Amador Valley Boulevard. Sideways are present on the east side of Dougherty Road between Sierra Lane and Scarlett Drive (except near the Sherwin Williams paint store). Between Scarlett Drive and the north city limits, there are no sidewalks on the east side of the roadway. However, there is a Class I bikeway in this segment upon which pedestrians can also walk. The bikeway provides a connection from the Windemere and Gale Ranch areas of San Ramon to where it intersects the Iron Horse trail near Scarlett Drive. There are also Class II bike lanes on Dougherty Road between Scarlett Drive and Amador Valley Boulevard. The condition of the sidewalks and bike lanes is generally good; however, the condition of the Class I bikeway is fair to poor and needs resurfacing or reconstruction. Calibration of Existing Conditions Traffic operations were observed in the field during the AM and PM peak periods. Queues at side streets and driveways were observed to determine if there would likely be potential impacts if Dougherty Road were separated by a median. Travel times were conducted along Dougherty Road in the northbound and southbound directions from Sierra Lane to Fall Creek Road. Table 3 displays the existing travel times in the corridor. J - 17 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 16 22 May 2012 Kimley-Horn and Associates, Inc. Table 3 – Existing Conditions Travel Times (Dougherty Road from Sierra Lane to Fall Creek Road) Start Time Direction Northbound Southbound AM Peak 8:02 AM 2 minutes : 44 seconds 4 minutes : 37 seconds 8:13 AM 3 minutes : 08 seconds 4 minutes : 32 seconds 8:23 AM 2 minutes : 50 seconds 4 minutes : 11 seconds Average 2 minutes : 54 seconds 4 minutes : 26 seconds PM Peak 5:17 PM 2 minutes : 48 seconds 2 minutes : 56 seconds 5:24 PM 2 minutes : 24 seconds 2 minutes : 34 seconds 5:32 PM 3 minutes : 07 seconds 3 minutes : 02 seconds 5:40 PM 3 minutes : 20 seconds 2 minutes : 58 seconds Average 2 minutes : 54 seconds 2 minutes : 52 seconds Intersection volumes, traffic signal timing, and corridor travel times were input into the Synchro traffic analysis software. Signal timing inputs for each signalized study intersection were coded off the signal timing sheets provided from the City. Travel times from the field were compared to the travel times outputted from the Synchro models. Parameters on the software were then adjusted where necessary to calibrate the results to those observed in the field. This calibration was used as the baseline for other analysis scenarios. Existing Levels of Service at Study Intersections Traffic operations were evaluated at signalized and unsignalized intersections under existing traffic conditions. As noted previously, intersections are to operate at a minimum LOS D. Results of the analysis are presented in Table 4, along with the minimum jurisdictional standard for acceptable levels of service (as previously described in Operating Conditions and Criteria). Additional detail of the analysis is provided in the Appendix. The overall level of service is reported for signalized intersections. The level of service for side-street stop-controlled intersections is reported for the overall intersection average delay and the worst approach delay. Intersections operating unacceptably are bolded. It should be noted that the Existing conditions were determined in 2012 at the beginning of the preparation of this traffic study. According to the HCM results, the following intersections do not satisfy the applicable operational standards in the existing scenario: J - 18 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 17 22 May 2012 Kimley-Horn and Associates, Inc. Dougherty Road and Fall Creek Drive Dougherty Road and Wildwood Road Dougherty Road and Amador Valley Boulevard Dougherty Road and Sherwin Williams Driveway Dougherty Road and Ironhorse Trails Apartments Driveway Dougherty Road and Houston place It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. J - 19 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 18 22 May 2012 Kimley-Horn and Associates, Inc. Table 4 – Existing Intersection Levels of Service Summary LOSDelayLOSDelay Dougherty Road/Fall Creek Drive-A1.0A0.4 Worst ApproachEB F50.8C23.2 2Dougherty Road/Willow Creek DriveD-B13.8A8.4 Dougherty Road/Wildwood Road-A0.6A0.4 Worst Approach EBD30.9 E37.9 4Dougherty Road/Amador Valley Boulevard D-F74.6 C27.6 Dougherty Road/Ventura Drive Worst Approach 6Dougherty Road/S. Mariposa Drive D Dougherty Road/Monterey Drive Worst Approach 8Dougherty Road/Scarlett Drive D-B19.8B10.8 Dougherty Road/Turbo Spa Driveway -A0.0A0.3 Worst Approach EBA0.0A9.6 Dougherty Road/Sherwin Williams Driveway -A0.0A0.3 Worst Approach WBA0.0 F109.6 Dougherty Road/Performance Automotive Driveway -A0.2A0.1 Worst Approach EBA0.0B14.1 Dougherty Road/European Auto Driveway -A0.0A0.0 Worst Approach WBC15.2C19.7 Dougherty Road/Castle Plastics Driveway -A0.4A0.5 Worst Approach EBB14.0B13.1 Dougherty Road//Ironhorse Trail Apartments -A0.4A0.5 Worst Approach WBC16.8 E35.5 Dougherty Road/Dublin Self Storage -A0.0A0.0 Worst Approach EBD30.8B12.8 Dougherty Road/Houston Place -A0.6A4.0 Worst Approach WBC21.0 F214.2 Dougherty Road/Denica’s Restaurant -A0.6A4.0 Worst Approach EBC16.8C17.8 Dougherty Road/Quality Tune Up -A0.0A0.0 Worst Approach WBA0.0A9.2 Dougherty Road/Mini Mart -A0.2A0.3 Worst Approach EBD27.1C15.1 Dougherty Road/Voss Materials -A0.2A0.3 Worst Approach WBA9.2A0.0 21Dougherty Road/Sierra Lane D-B18.2B12.6 Note: Intersections that are operating below acceptable levels are shown in BOLD. 1 Approach applies to Two-way stop-controlled intersection LOS only. It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. 1 3 5 7 9 10 11 12 13 AM PeakPM PeakIntersectionApproach1LOS Criteria 14 15 16 17 18 19 20 D D D D D D D D D D Future intersections only D D D D D D J - 20 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 19 22 May 2012 Kimley-Horn and Associates, Inc. NO BUILD ALTERNATIVE The No Build Alternative represents the evaluation of traffic conditions without the construction of the Dougherty Road widening. Traffic conditions were evaluated for the near-term (2015) and the far-term (2025). Proposed Roadway Projects in Vicinity of Site Several transportation improvements are planned for the study area intersections before or at approximately the same time as the completion of the Dougherty Road widening. These projects are planned to be completed regardless of the proposed roadway widening. 1. Construction of the Dougherty Road/Ventura Drive (future intersection) as part of the Emerald Vista development 2. Construction of the Dougherty Road/S. Mariposa Drive (future intersection) as part of the Emerald Vista development 3. Construction of the Dougherty Road/Monterey Drive (future intersection) as part of the Emerald Vista development 4. Construction of the new Camp Parks main entrance to be located as the east leg of the Dougherty Road/Mariposa Drive intersection. Near-Term Lane Configurations and Traffic Control Figure 4 illustrates the roadway geometry and traffic control assumed to occur by the year 2015 regardless of the Dougherty Road widening. Far-Term Lane Configurations and Traffic Control By the year 2025, additional road network changes will occur that will affect traffic volumes or patterns in the project corridor. They include: 1. Extension of Scarlett Drive south to connect with Dublin Boulevard. 2. Extension of Central Parkway through the Camp Parks redevelopment area where it would connect to Dougherty Road between Scarlett Drive and Monterey Drive. The actual alignment may differ and will be the subject of future studies outside the scope of this traffic study and Dougherty Road widening project. The far-term network changes are not within the defined study area but will affect traffic volumes along Dougherty Road. Figure 5 illustrates the roadway geometry and traffic control assumed to occur by the year 2025 regardless of the Dougherty Road widening. J - 21 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 20 22 May 2012 Kimley-Horn and Associates, Inc. Near Term Peak Hour Turning Movement Volumes The 2015 analysis corresponds with the approximate completion date of the widening project. The 2015 analysis assumes completion of Emerald Vista development and other development projects that may affect Dougherty Road traffic (as determined by a linear interpolation between the 2004 base forecast model and the 2025 buildout model). Far-Term Peak Hour Turning Movement Volumes The year 2025 analysis represents buildout traffic conditions for the area based upon available traffic forecasts from the Dublin Traffic Model (DTM) combined with information from the Contra Costa Transportation Authority (CCTA) travel forecast model. This forecast also includes the assumed redevelopment of the southern portion of Camp Parks. For consistency of the evaluation, this traffic study used 2015 and 2025 forecast information contained in the traffic study prepared for the Emerald Vista development.2 Kimley-Horn modified the forecasts to reflect that the main Camp Parks entrance will be relocated by 2015; whereas, the Emerald Vista project assumed the entrance relocation would occur by year 2025. The No Build Alternative serves as a baseline for comparison to the project alternative. Figure 6 summarizes the intersection volumes in 2015 and Figure 7 illustrates the volumes forecasted to occur in 2025. It is assumed under this No Build alternative that Dougherty Road would remain as a four-lane roadway and would not be widened. Traffic operations were evaluated under the following development conditions: Near-Term conditions without Proposed Project (year 2015) Far-Term conditions without Proposed Project (year 2025) Results of the analyses are presented in Tables 5 and 6. The overall level of service is reported for signalized intersections. The level of service for side-street stop-controlled intersections is reported for the overall intersection average delay and the worst approach delay. Additional detail is provided in the Appendix. As seen in the results, the following intersections and approaches will fail to meet acceptable level of service thresholds based on established significance criteria, regardless of the project. Results shown as bold in the table do not meet operational standards. According to the HCM results, the following intersections will not satisfy the applicable operational standards in the near-term 2015 scenario: 2 Traffic Study for the Arroyo Vista Housing Development, TJKM Consultants, April 15, 2008. Since preparation of the traffic study, the project has been renamed as Emerald Vista. J - 22 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 21 22 May 2012 Kimley-Horn and Associates, Inc. Dougherty Road and Fall Creek Drive Dougherty Road and Wildwood Road Dougherty Road and Amador Valley Boulevard Dougherty Road and Sherwin Williams Driveway Dougherty Road and Dublin Self-Storage Driveway Dougherty Road and Houston place Dougherty Road and Denica’s Restaurant Driveway Dougherty Road and Mini Mart Driveway According to the HCM results, the following intersections will not satisfy the applicable operational standards in the long-term 2025 scenario: Dougherty Road and Fall Creek Drive Dougherty Road and Wildwood Road Dougherty Road and Amador Valley Boulevard Dougherty Road and Scarlett Drive Dougherty Road and Sherwin Williams Driveway Dougherty Road and European Auto Driveway Dougherty Road and Dublin Self-Storage Driveway Dougherty Road and Houston place Dougherty Road and Mini Mart Driveway J - 23 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 22 22 May 2012 Kimley-Horn and Associates, Inc. Table 5 – Near-term Intersection Levels of Service Summary LOSDelayLOSDelay Dougherty Road/Fall Creek Drive-A3.4A0.6 Worst ApproachEB F278.7F99.9 2Dougherty Road/Willow Creek DriveD-C26.4B11.6 Dougherty Road/Wildwood Road -F125.5 A3.9 Worst Approach EB FOVRFLF884.2 4Dougherty Road/Amador Valley Boulevard D-F168.1F105.5 Dougherty Road/Ventura Drive -A0.1A0.1 Worst Approach EBB12.5B10.9 6Dougherty Road/S. Mariposa Drive D-B14.4D40.8 Dougherty Road/Monterey Drive -A0.1A0.0 Worst Approach EBC24.0B14.1 8Dougherty Road/Scarlett Drive D-C28.5B19.4 Dougherty Road/Turbo Spa Driveway -A0.0A0.7 Worst Approach EBA0.0C18.1 Dougherty Road/Sherwin Williams Driveway -A0.0A0.7 Worst Approach WBA0.0 F157.3 Dougherty Road/Performance Automotive Driveway -A2.9A0.4 Worst Approach EBA0.0D27.6 Dougherty Road/European Auto Driveway -A0.0A0.0 Worst Approach WBD28.0B12.6 Dougherty Road/Castle Plastics Driveway -A1.5A0.9 Worst Approach EBC19.7C15.6 Dougherty Road//Ironhorse Trail Apartments -A1.5A0.9 Worst Approach WBE40.1B12.0 Dougherty Road/Dublin Self Storage -A0.2A0.1 Worst Approach EB F167.0B14.1 Dougherty Road/Houston Place -A3.2A1.6 Worst Approach WB F91.0C16.8 Dougherty Road/Denica’s Restaurant -A3.2A1.6 Worst Approach EB E43.6B14.0 Dougherty Road/Quality Tune Up -A0.0A0.0 Worst Approach WBA0.0B10.8 Dougherty Road/Mini Mart -A0.3A0.9 Worst Approach EB E39.9F66.5 Dougherty Road/Voss Materials -A0.3A0.9 Worst Approach WBA8.9A0.0 21Dougherty Road/Sierra Lane D-C28.3B16.3 Note: Intersections that are operating below acceptable levels are shown in BOLD. 1 Approach applies to Two-way stop-controlled intersection LOS only. Intersection LOS Criteria Approach1 AM PeakPM Peak 1D 3D 5D 7D 9D 10D 11D 12D 13D D 14D 15D 16D 20D It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. 17D 18D 19 J - 24 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 23 22 May 2012 Kimley-Horn and Associates, Inc. Table 6 – Far-term Intersection Levels of Service Summary LOSDelayLOSDelay Dougherty Road/Fall Creek Drive-A7.2A0.6 Worst ApproachEB F658.8F94.9 2Dougherty Road/Willow Creek DriveD-D39.8B10.8 Dougherty Road/Wildwood Road -F113.8 A3.2 Worst Approach EB FOVRFLF720.0 4Dougherty Road/Amador Valley Boulevard D-F226.0F94.8 Dougherty Road/Ventura Drive -A0.1A0.0 Worst Approach EBB12.5B10.8 6Dougherty Road/S. Mariposa Drive D-B19.3D50.1 Dougherty Road/Monterey Drive -A0.1A0.0 Worst Approach EBC24.3B13.1 8Dougherty Road/Scarlett Drive D-D50.6 F137.4 Dougherty Road/Turbo Spa Driveway -A0.0A0.4 Worst Approach EBA0.0B10.3 Dougherty Road/Sherwin Williams Driveway -A0.0A0.4 Worst Approach WBA0.0 F117.4 Dougherty Road/Performance Automotive Driveway -A1.2A0.2 Worst Approach EBA0.0C18.8 Dougherty Road/European Auto Driveway -A0.0A0.0 Worst Approach WBD25.8 E40.3 Dougherty Road/Castle Plastics Driveway -A1.0A0.5 Worst Approach EBC17.6B10.6 Dougherty Road//Ironhorse Trail Apartments -A1.0A0.5 Worst Approach WBD34.8C24.4 Dougherty Road/Dublin Self Storage -A0.1A0.0 Worst Approach EB F93.1A10.0 Dougherty Road/Houston Place -A1.8A2.8 Worst Approach WB F55.3F151.0 Dougherty Road/Denica’s Restaurant -A1.8A2.8 Worst Approach EBD30.2B10.2 Dougherty Road/Quality Tune Up -A0.0A0.0 Worst Approach WBA0.0B10.5 Dougherty Road/Mini Mart -A0.3A0.5 Worst Approach EB E36.4D31.0 Dougherty Road/Voss Materials -A0.3A0.5 Worst Approach WBA8.7A0.0 21Dougherty Road/Sierra Lane D-C28.6B17.9 Note: Intersections that are operating below acceptable levels are shown in BOLD. 1 Approach applies to Two-way stop-controlled intersection LOS only. 20D It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. 17 D 18 D 19 D 14 D 15 D 16 D 11 D 12 D 13 D 7D 9D 10 D 1D 3D 5D Intersection LOS Criteria Approach1 AM PeakPM Peak J - 25 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 24 22 May 2012 Kimley-Horn and Associates, Inc. DOUGHERTY ROAD WIDENING PROJECT It is proposed that Dougherty Road be widened to six (6) lanes with a landscaped median and occasional turn lanes. The widening of Dougherty Road will occur to the east of the existing roadway and the new median will limit access to some side streets and driveways that currently have unrestricted access to Dougherty Road. Completion of the widening is expected no later than year 2015. Figure 8 details the proposed lane geometry with the project at each study intersection. Ingress and/or egress for individual driveways and intersections are proposed as follows: 1. Dougherty Road/Fall Creek Drive – Right in/out and left turn in permitted. Left out not permitted. Drivers wishing to travel northbound on Dougherty Road will need to exit the neighborhood and turn left from the traffic signal at Willow Creek Drive 2. Dougherty Road/Willow Creek Drive – No changes to access at traffic signal. 3. Dougherty Road/Wildwood Road – Right in/out and left turn in permitted. Left out not permitted. Drivers wishing to travel northbound on Dougherty Road will need to exit the neighborhood at the Amador Valley/Wildwood intersection and turn left from the traffic signal at Dougherty Road/Amador Valley Boulevard intersection. 4. Dougherty Road/Amador Valley Boulevard – Add a second northbound left turn at the traffic signal. There are two receiving lanes on Amador Valley Boulevard but the 2nd lane will drop at Wildwood Road. The southbound bicycle lane will be widened to approximately 8 feet as it approaches the intersection so that it can function as a defacto right turn lane. Otherwise, no changes to access. 5. Dougherty Road/Ventura Drive (future intersection) – Right in/out permitted and left in permitted. Left out not permitted. Drivers wishing to travel northbound on Dougherty Road will need to exit the neighborhood and turn left from the traffic signal at Mariposa Drive. 6. Dougherty Road/S. Mariposa Drive (future intersection) – Full access at new traffic signal. 7. Dougherty Road/Monterey Drive (future intersection) - Right in/out permitted. Left in/out not permitted. Drivers wishing to travel northbound on Dougherty Road will need to exit the neighborhood and turn left from the traffic signal at Mariposa Drive. Drivers wishing to enter the neighborhood from northbound Dougherty Road will need to use the Dougherty Road/S. Mariposa Drive intersection. 8. Dougherty Road/Scarlett Drive – No change to access at traffic signal. 9. Dougherty Road/Turbo Spa Driveway - Right in/out permitted. Left in/out not permitted. Drivers wishing to travel northbound on Dougherty Road will need to exit the commercial development, turn right, and then make a U-turn at the Sierra Lane traffic signal. Northbound drivers wishing to enter the commercial development will need to enter at the driveway near Castle Plastics. J - 26 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 25 22 May 2012 Kimley-Horn and Associates, Inc. 10. Dougherty Road/Sherwin Williams Driveway - Right in/out permitted. Left in/out not permitted. Drivers wishing to travel southbound on Dougherty Road will need to exit the commercial development, turn right, and then make a U-turn at the Scarlett Drive traffic signal. Southbound drivers wishing to enter the commercial development will need make a U-turn at Sierra Lane to enter the right in/out driveway. 11. Dougherty Road/Performance Automotive Driveway - Right in/out permitted. Left in/out not permitted. Drivers wishing to travel northbound on Dougherty Road will need to exit the commercial development, turn right, and then make a U-turn at the Sierra Lane traffic signal. Northbound drivers wishing to enter the commercial development will need to enter at the driveway near Castle Plastics. 12. Dougherty Road/European Auto Driveway - Right in/out permitted. Left in/out not permitted. Drivers wishing to travel southbound on Dougherty Road will need to exit the commercial development, turn right, and then make a U-turn at the Scarlett Drive traffic signal. Southbound drivers wishing to enter the commercial development will need make a U-turn at Sierra Lane to enter the right in/out driveway. 13. Dougherty Road/Castle Plastics Driveway - Right in/out permitted and left in permitted. Left out not permitted. Drivers wishing to travel northbound on Dougherty Road will need to exit the commercial development, turn right, and then make a U-turn at the Sierra Lane traffic signal. 14. Dougherty Road/Ironhorse Trail Apartments - Right in/out permitted. Left in/out not permitted. Drivers wishing to travel southbound on Dougherty Road will need to exit the residential development, turn right, and then make a U-turn at the Scarlett Drive traffic signal. (As an alternative, drivers may exit the apartments onto Houston Place and turn right, and then make a U-turn at the Scarlett Drive traffic signal.) Southbound drivers wishing to enter the commercial development will need make a U-turn at Sierra Lane to enter the right in/out driveway. 15. Dougherty Road/Dublin Self Storage- Right in/out permitted. Left in/out not permitted. Drivers wishing to travel northbound on Dougherty Road will need to exit the commercial development, turn right, and then make a U-turn at the Sierra Lane traffic signal. Northbound drivers wishing to enter the commercial development will need make a U-turn at Scarlett Drive to enter the right in/out driveway. 16. Dougherty Road/Houston Place - Right in/out permitted. Left in/out not permitted. Drivers wishing to travel southbound on Dougherty Road will need to turn right onto Dougherty Road, and then make a U-turn at the Scarlett Drive traffic signal. Southbound drivers wishing to access Houston Place will need make a U-turn at Sierra Lane to enter the cross street. 17. Dougherty Road/Denica’s Restaurant - Right in/out permitted and left in permitted. Left out not permitted. Right in/out permitted. Left in/out not permitted. Drivers wishing to travel northbound on Dougherty Road will need to exit the commercial development, turn right, and then make a U-turn at the Sierra Lane traffic signal. Drivers may also exit at a driveway on Sierra Lane to access northbound Dougherty Road. J - 27 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 26 22 May 2012 Kimley-Horn and Associates, Inc. 18. Dougherty Road/Quality Tune Up - Right in/out permitted. Left in/out not permitted. Drivers wishing to travel southbound on Dougherty Road will need to exit the commercial development, turn right, and then make a U-turn at the Scarlett Drive traffic signal. Southbound drivers wishing to enter the commercial development will need make a U-turn at Sierra Lane to enter the right in/out driveway. 19. Dougherty Road/Mini Mart - Right in/out permitted. Left in/out not permitted. Drivers wishing to travel northbound on Dougherty Road will need to exit the commercial development, turn right, and then make a U-turn at the Sierra Lane traffic signal. Drivers wishing to enter the commercial development will need to enter via a driveway on Sierra Lane. Drivers may also exit at this driveway to access northbound Dougherty Road. 20. Dougherty Road/Voss Materials - Right in/out permitted. Left in/out not permitted. Drivers wishing to travel southbound on Dougherty Road will need to exit the commercial development to Sierra Lane and turn left onto Dougherty Road at the traffic signal. Southbound drivers wishing to enter the commercial development will need make a U-turn at Sierra Lane to enter the right in/out driveway. 21. Dougherty Road/Sierra Lane – No changes in access at the traffic signal. A small number of on-street parking spaces will be affected along Dougherty Road adjacent to Quality Tune Up and Kahler’s automotive. The restriping of the roadway in this area will require the removal of approximately 6 spaces (i.e. 125 feet of curb space). During business hours the spaces are often 100% occupied; however, displaced vehicles can park along nearby Houston Place where there are ample spaces available. Existing Plus Project Peak Hour Turning Movement Volumes The existing plus project analysis corresponds to the existing lane geometry and existing volumes combined with the widening project listed above. Due to the proposed construction of a median along Dougherty Road, vehicles will not be able to make a left turn into the driveway or a left turn out of a driveway unless there is center turn lane within the median allowing for such access. Consequently, there is a redistribution of existing volumes to accompany the restricted left turns from the construction of a median. Figure 9 details the volumes at each study intersection in the existing plus project scenario. Existing Plus Project Levels of Service at Study Intersections Traffic operations were evaluated at signalized and unsignalized intersections under existing plus project traffic conditions. As noted previously, intersections are to operate at a minimum LOS D. J - 28 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 27 22 May 2012 Kimley-Horn and Associates, Inc. Results of the analysis are presented in Table 7, along with the minimum jurisdictional standard for acceptable levels of service (as previously described in Operating Conditions and Criteria). Additional detail of the analysis is provided in the Appendix. The overall level of service is reported for signalized intersections. The level of service for side-street stop-controlled intersections is reported for the overall intersection average delay and the worst approach delay. Intersections operating unacceptably are bolded. According to the HCM results, all of the study intersections satisfy the applicable operational standards in the existing plus project scenario. It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. J - 29 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 28 22 May 2012 Kimley-Horn and Associates, Inc. Table 7 – Existing Plus Project Intersection Levels of Service Summary LOSDelayLOSDelay Dougherty Road/Fall Creek Drive-A0.3A0.2 Worst ApproachEBB14.0B10.4 2Dougherty Road/Willow Creek DriveD-A9.9A7.1 Dougherty Road/Wildwood Road-A0.2A0.2 Worst Approach EBA9.6A8.7 4Dougherty Road/Amador Valley Boulevard D-C21.1B14.3 Dougherty Road/Ventura Drive Worst Approach 6Dougherty Road/S. Mariposa Drive D Dougherty Road/Monterey Drive Worst Approach 8Dougherty Road/Scarlett Drive D-B11.0A7.8 Dougherty Road/Turbo Spa Driveway -A0.0A0.1 Worst Approach EBA0.0A8.7 Dougherty Road/Sherwin Williams Driveway -A0.0A0.1 Worst Approach WBA0.0C15.6 Dougherty Road/Performance Automotive Driveway -A0.0A0.0 Worst Approach EBA0.0A8.9 Dougherty Road/European Auto Driveway -A0.0A0.0 Worst Approach WBB10.2A9.3 Dougherty Road/Castle Plastics Driveway -A0.1A0.1 Worst Approach EBA9.9A9.7 Dougherty Road//Ironhorse Trail Apartments -A0.1A0.1 Worst Approach WBB10.3A9.4 Dougherty Road/Dublin Self Storage -A0.0A0.0 Worst Approach EBA9.9B10.2 Dougherty Road/Houston Place -A0.2A0.2 Worst Approach WBA10.0A9.5 Dougherty Road/Denica’s Restaurant -A0.2A0.2 Worst Approach EBA9.9B11.0 Dougherty Road/Quality Tune Up -A0.0A0.0 Worst Approach WBA0.0A9.4 Dougherty Road/Mini Mart -A0.1A0.2 Worst Approach EBC16.5B11.4 Dougherty Road/Voss Materials -A0.1A0.2 Worst Approach WBA9.1A0.0 21Dougherty Road/Sierra Lane D-B19.0B15.8 Note: Intersections that are operating below acceptable levels are shown in BOLD and significant impacts are highlighted. 1 Approach applies to Two-way stop-controlled intersection LOS only. 11D 12 13D 14 D D D D D 16D 15D 10D AM PeakPM Peak It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. 1D 3 Existing + Project Future intersections only 9 Approach1LOS CriteriaIntersection D D 5D 7D 20 D 17 18 19 J - 30 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 29 22 May 2012 Kimley-Horn and Associates, Inc. Near-term Plus Project Peak Hour Turning Movement Volumes The near-term plus project analysis corresponds to the lane geometry and volumes predicted for opening day in 2015, combined with the widening project. Due to the proposed construction of a median along Dougherty Road, vehicles will not be able to make a left turn into the driveway or a left turn out of a driveway unless there is center turn lane within the median allowing for such access. Consequently, there is a redistribution of near-term volumes to accompany the restricted left turns from the construction of a median. Figure 10 details the volumes at each study intersection in the near-term plus project scenario. Near-term Plus Project Levels of Service at Study Intersections Traffic operations were evaluated at signalized and unsignalized intersections under near-term plus project traffic conditions. As noted previously, intersections are to operate at a minimum LOS D. Results of the analysis are presented in Table 8, along with the minimum jurisdictional standard for acceptable levels of service (as previously described in Operating Conditions and Criteria). Additional detail of the analysis is provided in the Appendix. The overall level of service is reported for signalized intersections. The level of service for side-street stop-controlled intersections is reported for the overall intersection average delay and the worst approach delay. Intersections operating unacceptably are bolded. According to the HCM results, all of the study intersections satisfy the applicable operational standards in the near-term plus project scenario. It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. J - 31 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 30 22 May 2012 Kimley-Horn and Associates, Inc. Table 8 – Near-term Plus Project Intersection Levels of Service Summary LOSDelayLOSDelay Dougherty Road/Fall Creek Drive-A0.2A0.2 Worst ApproachEBC16.4B13.7 2Dougherty Road/Willow Creek DriveD-B16.3A8.3 Dougherty Road/Wildwood Road-A0.2A0.2 Worst Approach EBB10.3A9.5 4Dougherty Road/Amador Valley Boulevard D-C38.5C24.6 Dougherty Road/Ventura Drive -A0.1A0.1 Worst Approach EBB10.4A9.3 6Dougherty Road/S. Mariposa Drive D-A9.3C24.1 Dougherty Road/Monterey Drive -A0.1A0.0 Worst Approach EBA9.4A9.7 8Dougherty Road/Scarlett Drive D-B15.1B12.2 Dougherty Road/Turbo Spa Driveway -A0.0A0.0 Worst Approach EBA0.0A9.7 Dougherty Road/Sherwin Williams Driveway -A0.0A0.0 Worst Approach WBA0.0C16.7 Dougherty Road/Performance Automotive Driveway -A0.0A0.0 Worst Approach EBA0.0A9.7 Dougherty Road/European Auto Driveway -A0.0A0.0 Worst Approach WBB11.6B10.3 Dougherty Road/Castle Plastics Driveway -A0.2A0.1 Worst Approach EBB10.3A9.8 Dougherty Road//Ironhorse Trail Apartments -A0.2A0.1 Worst Approach WBB11.0B10.6 Dougherty Road/Dublin Self Storage -A0.0A0.0 Worst Approach EBB10.3A9.7 Dougherty Road/Houston Place -A0.2A0.2 Worst Approach WBA9.6B11.6 Dougherty Road/Denica’s Restaurant -A0.2A0.2 Worst Approach EBB10.4A9.7 Dougherty Road/Quality Tune Up -A0.0A0.0 Worst Approach WBA0.0B11.4 Dougherty Road/Mini Mart -A0.1A0.2 Worst Approach EBC20.3C18.7 Dougherty Road/Voss Materials -A0.1A0.2 Worst Approach WBA8.8A0.0 21Dougherty Road/Sierra Lane D-C20.1C20.2 Note: Intersections that are operating below acceptable levels are shown in BOLD. 1 Approach applies to Two-way stop-controlled intersection LOS only. D 20D 17D 18D 19 12D 13D D 14D 15D 16 9D 10D 11D D 3D 5D 7D It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. Intersection LOS Criteria Approach1 Near-term (2015) + Project AM PeakPM Peak 1 J - 32 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 31 22 May 2012 Kimley-Horn and Associates, Inc. Far-term Plus Project Peak Hour Turning Movement Volumes The far-term plus project analysis corresponds to the lane geometry and volumes predicted for 2025, combined with the widening project. Due to the proposed construction of a median along Dougherty Road, vehicles will not be able to make a left turn into the driveway or a left turn out of a driveway unless there is center turn lane within the median allowing for such access. Consequently, there is a redistribution of far-term volumes to accompany the restricted left turns from the construction of a median. Figure 11 details the volumes at each study intersection in the far-term plus project scenario. Far-term Plus Project Levels of Service at Study Intersections Traffic operations were evaluated at signalized and unsignalized intersections under near-term plus project traffic conditions. As noted previously, intersections are to operate at a minimum LOS D. Results of the analysis are presented in Table 9, along with the minimum jurisdictional standard for acceptable levels of service (as previously described in Operating Conditions and Criteria). Additional detail of the analysis is provided in the Appendix. The overall level of service is reported for signalized intersections. The level of service for side-street stop-controlled intersections is reported for the overall intersection average delay and the worst approach delay. Intersections operating unacceptably are bolded. According to the HCM results, the following intersections do not currently satisfy the applicable operational standards: Dougherty Road and Amador Valley Boulevard Dougherty Road and Scarlett Drive It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. J - 33 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 32 22 May 2012 Kimley-Horn and Associates, Inc. Table 9 – Far-term Plus Project Intersection Levels of Service Summary LOSDelayLOSDelay Dougherty Road/Fall Creek Drive-A0.2A0.2 Worst ApproachEBC18.5B13.3 2Dougherty Road/Willow Creek DriveD-B18.1A8.0 Dougherty Road/Wildwood Road-A0.2A0.1 Worst Approach EBB10.5A9.4 4Dougherty Road/Amador Valley Boulevard D-E89.5 C26.5 Dougherty Road/Ventura Drive -A0.1A0.0 Worst Approach EBB11.9A9.6 6Dougherty Road/S. Mariposa Drive D-A9.8C24.7 Dougherty Road/Monterey Drive -A0.1A0.0 Worst Approach EBA9.7A9.6 8Dougherty Road/Scarlett Drive D-C29.3 E73.4 Dougherty Road/Turbo Spa Driveway -A0.0A0.0 Worst Approach EBA0.0A9.2 Dougherty Road/Sherwin Williams Driveway -A0.0A0.0 Worst Approach WBA0.0C15.8 Dougherty Road/Performance Automotive Driveway -A0.0A0.0 Worst Approach EBA0.0A9.2 Dougherty Road/European Auto Driveway -A0.0A0.0 Worst Approach WBB11.7A9.8 Dougherty Road/Castle Plastics Driveway -A0.1A0.1 Worst Approach EBB10.3A9.2 Dougherty Road//Ironhorse Trail Apartments -A0.1A0.1 Worst Approach WBB11.1A10.0 Dougherty Road/Dublin Self Storage -A0.0A0.0 Worst Approach EBB10.3A9.1 Dougherty Road/Houston Place -A0.1A0.2 Worst Approach WBA9.7B10.8 Dougherty Road/Denica’s Restaurant -A0.1A0.2 Worst Approach EBB10.4A9.1 Dougherty Road/Quality Tune Up -A0.0A0.0 Worst Approach WBA0.0B10.7 Dougherty Road/Mini Mart -A0.1A0.2 Worst Approach EBC19.3C15.0 Dougherty Road/Voss Materials -A0.1A0.2 Worst Approach WBA8.8A0.0 21Dougherty Road/Sierra Lane D-C29.3C20.3 Note: Intersections that are operating below acceptable levels are shown in BOLD. 1 Approach applies to Two-way stop-controlled intersection LOS only. D 18 Far-term (2025) + Project D 11 D 13 1D 7 PM Peak D 12 D 15D 16 17 Approach1LOS CriteriaIntersection AM Peak It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. 3D 5D D D 19 D 20 D 9D D 14 D 10 J - 34 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 33 22 May 2012 Kimley-Horn and Associates, Inc. DOUGHERTY ROAD WIDENING ALTERNATIVE #1 Traffic volumes for the Ironhorse Trail apartments and nearby residential uses represent some of the highest side street volumes in the south area of the project. Therefore an alternative was evaluated for improved egress from the residential area east of the corridor. Alternative #1 would propose that Dougherty Road be widened to six (6) lanes with a landscaped median and occasional turn lanes, with the only change being an opening in the median at Houston Place for westbound left turn movements. This alternative would allow vehicles on Houston Place to go southbound on Dougherty Road without having to make a U-turn at Scarlett Drive or to go around on Scarlett Place and make a left turn. This would primarily benefit the Ironhorse Trail apartment residents and homes along Moore Place east of the apartments. The need for this westbound to southbound left turn movement would not be needed once Scarlett Drive is extended to the south and connects with Dublin Boulevard. Traffic operations were evaluated at signalized and unsignalized intersections under the Existing plus Alternative #1 traffic conditions. As noted previously, intersections are to operate at a minimum LOS D. Results of the analysis are presented in Table 10, along with the minimum jurisdictional standard for acceptable levels of service (as previously described in Operating Conditions and Criteria). Additional detail of the analysis is provided in the Appendix. The overall level of service is reported for signalized intersections. The level of service for side-street stop-controlled intersections is reported for the overall intersection average delay and the worst approach delay. Intersections operating unacceptably are bolded. Results of Alternative #1 show that the proposed opening of the median to allow westbound left turn vehicles out of Houston Place does not operate acceptably. Traffic volumes on Dougherty Road will be sufficiently high such that left turning traffic will be unable to turn left from Houston Place without having to wait for long periods of time. Based on the results, this alternative access configuration is not recommended. J - 35 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 34 22 May 2012 Kimley-Horn and Associates, Inc. Table 10 – Existing Plus Alternative #1 Intersection Levels of Service Summary LOSDelayLOSDelay Dougherty Road/Fall Creek Drive-A0.3A0.2 Worst ApproachEBB14.0B10.4 2Dougherty Road/Willow Creek DriveD-B10.1A7.4 Dougherty Road/Wildwood Road-A0.1A0.0 Worst ApproachEBA9.6A8.7 4Dougherty Road/Amador Valley BoulevardD-C21.1B14.3 Dougherty Road/Ventura Drive Worst Approach 6Dougherty Road/S. Mariposa Drive D Dougherty Road/Monterey Drive Worst Approach 8Dougherty Road/Scarlett Drive D-B10.1A6.8 Dougherty Road/Turbo Spa Driveway -A0.0A0.1 Worst Approach EBA0.0A8.6 Dougherty Road/Sherwin Williams Driveway -A0.0A0.1 Worst Approach WBA0.0C15.5 Dougherty Road/Performance Automotive Driveway -A0.0A0.0 Worst Approach EBA0.0A9.0 Dougherty Road/European Auto Driveway -A0.0A0.0 Worst Approach WBB10.1A9.3 Dougherty Road/Castle Plastics Driveway -A0.1A0.1 Worst Approach EBA9.8A9.9 Dougherty Road//Ironhorse Trail Apartments -A0.1A0.1 Worst Approach WBB10.3A9.4 Dougherty Road/Dublin Self Storage -A0.0A0.0 Worst Approach EBA9.9B10.4 Dougherty Road/Houston Place -A0.3 F157.4 Worst Approach WBC16.0 FOVRFL Dougherty Road/Denica’s Restaurant -A0.3 F157.4 Worst Approach EBA9.8B10.9 Dougherty Road/Quality Tune Up -A0.0A0.0 Worst Approach WBA0.0A9.4 Dougherty Road/Mini Mart -A0.1A0.2 Worst Approach EBC16.6B11.4 Dougherty Road/Voss Materials -A0.1A0.2 Worst Approach WBA9.1A0.0 21Dougherty Road/Sierra Lane D-B19.0B15.8 Note: Intersections that are operating below acceptable levels are shown in BOLD and significant impacts are highlighted. 1 Approach applies to Two-way stop-controlled intersection LOS only. 13D D 5D 12D AM PeakPM PeakIntersectionLOS Criteria D D 19D 9D 11 It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. 10D Existing + Project (Alternative #1) Future intersections only D 17D Approach1 1D 3 7 20D 15D 16 18D 14D J - 36 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 35 22 May 2012 Kimley-Horn and Associates, Inc. DOUGHERTY ROAD WIDENING ALTERNATIVE #2 The neighborhood west of the corridor between Amador Valley Boulevard and Wildwood Road has only two ways to enter and exit the area, i.e. Amador Valley Boulevard and Wildwood Road. Alternative #2 would propose that Dougherty Road be widened to six (6) lanes with a landscaped median and occasional turn lanes, with the only change being to close the median at Wildwood Road to not allow northbound left turn movements onto Wildwood Road. The concern is that northbound left turning vehicles will have to yield to three lanes of southbound traffic around a horizontal curve. A sight distance analysis shows that the northbound left turning vehicles are not obstructed by the stationary objects on the west side of Dougherty Road due to the horizontal curvature of the road for the distance necessary for stopping sight distance. However, vehicles on the inside southbound lane may obstruct the view of vehicles in the second and third southbound lanes due to the geometry of the roadway. A geometric layout of this condition is included in the Appendix. This alternative would require vehicles on Dougherty Road trying to make a northbound left onto Wildwood Road to instead continue to Willow Creek Drive, make a U-turn, and then a southbound right turn at Wildwood Road. Another alternative would be to make a northbound left turn at Amador Valley Boulevard and then a right turn onto Wildwood Road to enter the neighborhood from the south. Traffic operations were evaluated at signalized and unsignalized intersections under the Existing plus Alternative #2 traffic conditions. As noted previously, intersections are to operate at a minimum LOS D. Results of the analysis are presented in Table 11, along with the minimum jurisdictional standard for acceptable levels of service (previously described in Operating Conditions and Criteria). Additional detail of the analysis is provided in the Appendix. The overall level of service is reported for signalized intersections. The level of service for side- street stop-controlled intersections is reported for the overall intersection average delay and the worst approach delay. Intersections operating unacceptably are bolded. Results of Alternative #2 show that the proposed closure of the median to not allow northbound left turn movements onto Wildwood Road will operate acceptably even though additional traffic is directed through the Willow Creek Drive intersection. However, Wheels has existing bus routes that make a northbound left turn from Dougherty Road to Wildwood Road that would be impacted by this median closure. The existing 40-foot buses would not be able to make a U-turn at Willow Creek Drive and the detour for the buses to make a northbound left turn at Amador Valley Road, a right turn onto Wildwood Road, and the loop back around to Amador Valley Road to continue west would significantly increase the travel time. This would create a J - 37 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 36 22 May 2012 Kimley-Horn and Associates, Inc. significant impact to existing transit service and is therefore, not recommended unless during final design it is determined that there is insufficient intersection sight distance. Table 11 – Existing Plus Alternative #2 Intersection Levels of Service Summary LOSDelayLOSDelay Dougherty Road/Fall Creek Drive-A0.3A0.2 Worst ApproachEBB14.0B10.4 2Dougherty Road/Willow Creek DriveD-B10.1A7.4 Dougherty Road/Wildwood Road-A0.1A0.0 Worst ApproachEBA9.6A8.7 4Dougherty Road/Amador Valley BoulevardD-C21.1B14.3 Dougherty Road/Ventura Drive Worst Approach 6Dougherty Road/S. Mariposa Drive D Dougherty Road/Monterey Drive Worst Approach 8Dougherty Road/Scarlett Drive D-B11.0A7.8 Dougherty Road/Turbo Spa Driveway -A0.0A0.1 Worst Approach EBA0.0A8.7 Dougherty Road/Sherwin Williams Driveway -A0.0A0.1 Worst Approach WBA0.0C15.6 Dougherty Road/Performance Automotive Driveway -A0.0A0.0 Worst Approach EBA0.0A8.9 Dougherty Road/European Auto Driveway -A0.0A0.0 Worst Approach WBB10.2A9.3 Dougherty Road/Castle Plastics Driveway -A0.1A0.1 Worst Approach EBA9.9A9.7 Dougherty Road//Ironhorse Trail Apartments -A0.1A0.1 Worst Approach WBB10.3A9.4 Dougherty Road/Dublin Self Storage -A0.0A0.0 Worst Approach EBA9.9B10.2 Dougherty Road/Houston Place -A0.2A0.2 Worst Approach WBA10.0A9.5 Dougherty Road/Denica’s Restaurant -A0.2A0.2 Worst Approach EBA9.9B11.0 Dougherty Road/Quality Tune Up -A0.0A0.0 Worst Approach WBA0.0A9.4 Dougherty Road/Mini Mart -A0.1A0.2 Worst Approach EBC16.5B11.4 Dougherty Road/Voss Materials -A0.1A0.2 Worst Approach WBA9.1A0.0 21Dougherty Road/Sierra Lane D-B19.0B15.8 Note: Intersections that are operating below acceptable levels are shown in BOLD and significant impacts are highlighted. 1 Approach applies to Two-way stop-controlled intersection LOS only. 20D It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. 17D 18D 19D 14D 15D 16D 11D 12D 13D Future intersections only 7D 9D 10D 1D 3D 5D Intersection LOS Criteria Approach1 Existing + Project (Alternative #2) AM PeakPM Peak J - 38 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 37 22 May 2012 Kimley-Horn and Associates, Inc. DOUGHERTY ROAD WIDENING ALTERNATIVE #3 Alternative #3 would propose that Dougherty Road be widened to 6 lanes with a landscaped median and occasional turn lanes, with the only change being to add an additional southbound left turn lane at Scarlett Drive in the far-term. In the far-term, there is a significant increase in traffic at this intersection, particularly to the southbound left turn movement. The increase in traffic is a result of the future extension of Scarlett Drive to connect with Dublin Boulevard. This alternative would add capacity to an oversaturated movement. Traffic operations were evaluated at signalized and unsignalized intersections under the Far-term plus Alternative #3 traffic conditions. As noted previously, intersections are to operate at a minimum LOS D. Results of the analysis are presented in Table 12, along with the minimum jurisdictional standard for acceptable levels of service (as previously described in Operating Conditions and Criteria). Additional detail of the analysis is provided in the Appendix. The overall level of service is reported for signalized intersections. The level of service for side-street stop-controlled intersections is reported for the overall intersection average delay and the worst approach delay. Intersections operating unacceptably are bolded. Results of Alternative #3 show that the proposed addition of a southbound left turn lane at the intersection of Dougherty Road and Scarlett Drive improves the intersection operations and the intersection operates acceptably. Although this change improves traffic conditions, it is not recommended to be included as part of the road widening project. Because there is the possibility that the intersection of Dougherty Road and Scarlett Drive will be reconfigured with the future Camp Parks redevelopment project, the double southbound left turn lane should be associated with that project, if needed. J - 39 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 38 22 May 2012 Kimley-Horn and Associates, Inc. Table 12 – Far-term Plus Alternative #3 Intersection Levels of Service Summary LOSDelayLOSDelay Dougherty Road/Fall Creek Drive-A0.2A0.2 Worst ApproachEBC18.5B13.3 2Dougherty Road/Willow Creek DriveD-B19.6A8.8 Dougherty Road/Wildwood Road-A0.1A0.0 Worst ApproachEBB10.5A9.4 4Dougherty Road/Amador Valley BoulevardD-E59.9 C22.6 Dougherty Road/Ventura Drive-A0.1A0.0 Worst ApproachEBB10.5A9.2 6Dougherty Road/S. Mariposa Drive D-00.000.0 Dougherty Road/Monterey Drive -A0.1A0.0 Worst Approach EBA9.7A9.6 8Dougherty Road/Scarlett Drive D-C20.5D42.8 Dougherty Road/Turbo Spa Driveway -A0.0A0.0 Worst Approach EBA0.0A9.3 Dougherty Road/Sherwin Williams Driveway -A0.0A0.0 Worst Approach WBA0.0C15.8 Dougherty Road/Performance Automotive Driveway -A0.0A0.0 Worst Approach EBA0.0A9.3 Dougherty Road/European Auto Driveway -A0.0A0.0 Worst Approach WBB11.7A9.8 Dougherty Road/Castle Plastics Driveway -A0.1A0.1 Worst Approach EBB10.9A9.3 Dougherty Road//Ironhorse Trail Apartments -A0.1A0.1 Worst Approach WBB11.1A10.0 Dougherty Road/Dublin Self Storage -A0.0A0.0 Worst Approach EBB11.0A9.2 Dougherty Road/Houston Place -A0.1A0.2 Worst Approach WBA9.7B10.8 Dougherty Road/Denica’s Restaurant -A0.1A0.2 Worst Approach EBB11.1A9.2 Dougherty Road/Quality Tune Up -A0.0A0.0 Worst Approach WBA0.0B10.7 Dougherty Road/Mini Mart -A0.1A0.2 Worst Approach EBC19.3C15.0 Dougherty Road/Voss Materials -A0.1A0.2 Worst Approach WBA8.8A0.0 21Dougherty Road/Sierra Lane D-C29.3C20.3 Note: Intersections that are operating below acceptable levels are shown in BOLD. 1 Approach applies to Two-way stop-controlled intersection LOS only. 20D Far-term (2025) + Project (Alternative #3) AM PeakPM Peak 17D 18D 19D 14D 15D 16D 11D 12D 13D LOS Criteria 7D 9D 10D Approach1 It should be noted that calculations of delay at saturated conditions (i.e., LOS F) are less reliable than at LOS E or better. Therefore, delay in excess of 80 seconds is reported in the table to allow a relative comparison of without and with project conditions and should not be interpreted as an exact representation of actual delay. 1D 3D 5D Intersection J - 40 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 39 22 May 2012 Kimley-Horn and Associates, Inc. VEHICLE QUEUING As congestion increases it is common for traffic at signals and stop signs to form lines of stopped (or queued) vehicles. The term “vehicle queuing” refers to the distances that vehicles will back up in each direction approaching an intersection. Queue lengths were determined for each turn pocket. The 95th percentile queue length represents a condition where 95 percent of the time during the peak period, traffic volumes and related queuing will be at, or less, than the queue length determined by the analysis. This is referred to as the “95th percentile queue.” Average queuing is generally less. Ninety-fifth percentile queuing was estimated under the various development conditions and in consideration of the planned intersection and signal timing improvements. A typical vehicle length of 25 feet is used in the queuing analysis. A summary of the queuing results is included in the Appendix. The results indicate instances where queuing in the dedicated turn lanes may exceed the storage limits of the turn pockets. It should be noted that some variations in intersection queuing between scenarios is a result of planned intersection improvements. The City of Dublin does not establish a threshold that constitutes a significant queuing impact but instead simply requires that queuing results be reported along with a recommendation of how queuing that exceeds available storage can be addressed. For purposes of this analysis, queuing is considered a significant impact since queues that exceed turn pocket lengths may create a hazardous condition. Thus, for purposes of this analysis, a queuing impact shall be considered to occur under conditions where the queue extends beyond the turn pocket by 25 feet, or more (i.e., the length of one vehicle), or where the project contributes 25 feet or more to a queue which extends beyond the turn pocket under pre-project conditions. The analysis showed that several existing turn bays lengths are exceeded under projected traffic volumes associated with the project. In most cases the inadequate queue lengths are not associated with the project but are a result of pre-existing deficiencies. For example, the westbound left turn queue at the intersection of Dougherty Road / Sierra Lane is 100 feet during the AM peak during Far-term conditions and the queue length is also 100 feet during the AM peak in the Far-term + Project conditions. Although the turn pocket length is 30 feet long and the queue spills out of the turn pocket, the result is a pre-existing deficiency not associated with the project and is therefore not an impact. At locations affected by project traffic, the increase in vehicle queuing is typically less than one vehicle, except at the following intersections: #21 – Dougherty Road / Sierra Lane (EBL: Total queue length is 158 feet, 123 feet longer than the turn pocket length during the AM peak hour in Far-term + Project conditions. The Far-term (Without Project) queue length is 133 feet. The project creates one (1) vehicle or 25 feet of the total queue.) J - 41 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 40 22 May 2012 Kimley-Horn and Associates, Inc. POTENTIAL EFFECTS ON EMERGENCY SERVICE ACCESS The nearest fire station to the corridor is located at 7494 Donohue Drive which is off Amador Valley Boulevard (west of I-680). As noted previously, the project will alter traffic patterns as a result in access changes to side streets and individual properties. Left turns into side streets controlled by stop signs would generally still be permitted but left turns out would be restricted. Most driveway accesses on Dougherty Road would be limited to right in and out movements. Access changes do not preclude access by emergency vehicles but could, in some cases, require emergency vehicles to arrive from the opposite direction on Dougherty Road in order to minimize travel delays. Otherwise emergency vehicles would need to make U-turns at the nearest traffic signal to access some properties along Dougherty Road. Table 13 summarizes the potential increase in response time as a result of access changes on Dougherty Road. Estimated changes in travel times are separated by northbound and southbound direction. As noted in the table, only five driveways and one public street are affected by the change. If the vehicle needs to make a U-turn to reach the destination, the increase in travel times ranges from 22 seconds up to 53 seconds. However, response times can generally remain unchanged if emergency responders alter their direction of arrival to avoid the need for U-turns. Based on the evaluation, no significant impacts to emergency service access are expected. J - 42 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA Do u g h e r t y W i d e n i n g 0 4 . F i n a l R e p o r t . d o c 41 22 May 2012 Ki m l e y - H o r n an d A s s o c i a t e s , I n c . Ta b l e 1 3 – D o u g h e r t y R o a d W i d e n i n g E ff e c t o n E m e r g e n c y V e h i c l e A c c e s s In t e r s e c t i o n Nu m b e r Lo c a t i o n Ch a n g e i n T r a v e l Di s t a n c e ( f e e t ) i f Ar r i v i n g N o r t h b o u n d Ch a n g e i n N o r t h b o u n d Em e r g e n c y R e s p o n s e Ti m e A c c e s s ( s e c o n d s ) Ch a n g e i n T r a v e l Di s t a n c e ( f e e t ) i f Ar r i v i n g S o u t h b o u n d Ch a n g e i n S o u t h b o u n d Em e r g e n c y R e s p o n s e Ti m e A c c e s s ( s e c o n d s ) Notes 1 D o u g h e r t y R o a d / F a l l C r e e k D r i v e 0 0 0 0 2 D o u g h e r t y R o a d / W i l l o w C r e e k D r i v e 0 0 0 0 3 D o u g h e r t y R o a d / W i l d w o o d R o a d 0 0 0 0 4 D o u g h e r t y R o a d / A m a d o r V a l l e y B o u l e v a r d 0 0 0 0 5 D o u g h e r t y R o a d / V e n t u r a D r i v e ( f u t u r e i n t e r s e c t i o n ) 0 0 0 0 6 D o u g h e r t y R o a d / S . M a r i p o s a D r i v e ( f u t u r e i n t e r s e c t i o n ) 0 0 0 0 7 D o u g h e r t y R o a d / M o n t e r e y D r i v e ( f u t u r e i n t e r s e c t i o n ) 0 0 0 0 8 D o u g h e r t y R o a d / S c a r l e t t D r i v e 0 0 0 0 9 D o u g h e r t y R o a d / T u r b o S p a D r i v e w a y 0 0 0 0 N B c a n a c c e s s v i a D r i v e w a y # 1 3 a t C a s t l e P l a s t i c s 10 D o u g h e r t y R o a d / S h e r w i n W i l l i a m s D r i v e w a y 0 0 2 2 6 5 5 4 SB must make U-turn at Sierra Lane signal. Can reduce response time increase to near zero by arriving northbound. 11 D o u g h e r t y R o a d / P e r f o r m a n c e A u t o m o t i v e D r i v e w a y 0 0 0 0 N B c a n a c c e s s v i a D r i v e w a y # 1 3 a t C a s t l e P l a s t i c s 12 D o u g h e r t y R o a d / E u r o p e a n A u t o D r i v e w a y 0 0 1 7 0 0 4 4 SB must make U-turn at Sierra Lane signal. Can reduce response time increase to near zero by arriving northbound. 13 D o u g h e r t y R o a d / C a s t l e P l a s t i c s D r i v e w a y 0 0 0 0 14 D o u g h e r t y R o a d // I r on h o r s e T r a i l A p a r t m e n t s 0 0 1 3 9 0 3 9 SB must make U-turn at Sierra Lane signal. Can reduce response time increase to near zero by arriving northbound. 15 D o u g h e r t y R o a d / D u b l i n S e l f S t o r a g e 1 8 9 0 4 8 0 0 NB must make U-turn at Scarlett Drive signal. Can reduce response time increase to near zero by arriving southbound. 16 D o u g h e r t y R o a d / H o u s t o n P l a c e 0 0 6 9 5 2 7 SB must make U-turn at Sierra Lane signal. Can reduce response time increase to near zero by arriving northbound. 17 D o u g h e r t y R o a d / D e n i c a ' s R e s t a u r a n t 0 0 0 0 18 D o u g h e r t y R o a d / Q u a l i t y T u n e U p 0 0 3 6 0 2 2 SB must make U-turn at Sierra Lane signal. Can reduce response time increase to near zero by arriving northbound. 19 D o u g h e r t y R o a d / M i n i M a r t 3 6 5 2 2 0 0 N B m u s t u s e D e n i c a ' s d r i v e w a y . 20 D o u g h e r t y R o a d / V o s s M a t e r i a l s 0 0 0 0 21 D o u g h e r t y R o a d / S i e r r a L a n e 0 0 0 0 No t e s : Ne a r e s t F i r e S t a t i o n l o c a t e d a t 7 4 9 4 D o n o h u e D r i v e Es t i m a t e d d r i v e t i m e f r o m f i r e s t a t i o n t o a l l p o i n t s a l o n g D o u g h e r t y R o a d i s 4 m i n u t e s o r l e s s . Ch a n g e i n t r a v e l t i m e b a s e d o n p o s t e d s p e e d , t r a v e l d i s t a n c e a n d e s t i m a t e d U - t u r n d e l a y . J - 43 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 42 22 May 2012 Kimley-Horn and Associates, Inc. POTENTIAL EFFECTS ON TRANSIT, BICYCLE, AND PEDESTRIAN MOBILITY The project was evaluated to determine if it would likely conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turnouts) or generate pedestrian, bicycle, or transit travel demand that would not be accommodated by transit, bicycle, or pedestrian facilities and plans. Dublin Road users have the option of driving, taking transit, walking or bicycling. Wheels is the fixed-route transit service provided by LAVTA which operates Routes 3, 3V and 202 in the project corridor. The routes provide convenient connections to many locations in the city and connections to other local and regional transit routes. Data was not readily available for peak hour ridership levels on the Wheels Bus system, but during the weekday periods, the routes operate every 60 minutes with one bus serving Dublin Ranch Village to Dublin High School during the AM peak period. The current bus route runs along Dougherty Road and Wildwood Road, which would be affected by this project if the median were to close off northbound Dougherty Road access to Wildwood Road (see Dougherty Road Widening Alternative #2). The proposed project widening of Dougherty Road will add more capacity to pedestrians and bicycle users. The project will not remove the existing sidewalk on the west side of Dougherty Road. A bicycle lane will be added to the southbound traffic for cyclists. On the east side of Dougherty Road, there exists a bike path/trail that is offset from the existing roadway. This bike path/trail is used by both cyclists and pedestrians. This bike path/trail will remain and an additional bike lane will be added to the northbound traffic. With the proposed project there will be a continuous bike lane in the northbound and southbound directions from Scarlett Drive to the north end of the corridor. There will be a continuous sidewalk in the southbound direction, along the west side of Dougherty Road, throughout the entire corridor. There is pedestrian connectivity in the northbound direction, along the east side of Dougherty Road, throughout the entire corridor including sidewalks and the trail. Widening Dougherty Road will improve travel time in the corridor for transit vehicles. Although there are no anticipated impacts to bus schedules or capacity, the transit agencies have asked that additional stops be included in the road project. Wheels requested that a new northbound stop be added on Dougherty Road near the intersection of Mariposa Drive to serve the Emerald Visa neighborhood. County Connection requested that new northbound and southbound stops be added on Dougherty Road near the intersections of Amador Valley Boulevard and Willow Creek Drive. These stops would serve existing neighborhoods west of the project corridor. To the extent that right-of-way or easements can be obtained, the stops should be included in the project design. Ideally the stops would include a pullout that allows the J - 44 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 43 22 May 2012 Kimley-Horn and Associates, Inc. bus to minimize disruption to the auto and bike lanes. If space for the new stops is constrained, it may be necessary to allow the buses to use the Class 2 bicycle lanes as a refuge. The project is not expected to conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities, or otherwise decrease the performance or safety of such facilities. SUMMARY OF IMPACTS AND RECOMMENDED MITIGATION Based on the results of the traffic analysis, the following impacts are noted. Impacts are identified as being significant unless mitigated to a less-than-significant level. Far-Term + Project #21 – Dougherty Road / Sierra Lane The specific mitigations required for the above intersections are identified below. Significant Unless Mitigated Impact #1 – Far-term + Project: Dougherty Road / Sierra Lane (#21) The Dougherty Road / Sierra Lane intersection will have an eastbound left turn queue that extends beyond the turn pocket by 83 feet during the PM peak hour in the Far-term + Project conditions. Without the project, the queue is 133 feet in the PM peak. The project creates 25 feet of the total queue in the PM peak. Since the project creates a queue equal to one car and the queue spilling out of the turn pocket is greater than one car, this is a significant impact. Mitigation #1 The extension of the eastbound left turn lane by 25 feet to 100 feet will mitigate the impact. The extension of the eastbound left turn lane at the intersection will mitigate the project’s impact to the intersection. The eastbound left turn lane can be extended to 175 feet, therefore containing the entire queue within the storage. This improvement will reduce the impact to less than significant in the Far-term + Project condition. J - 45 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 44 22 May 2012 Kimley-Horn and Associates, Inc. APPENDIX J - 46 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 45 22 May 2012 Kimley-Horn and Associates, Inc. APPENDIX FIGURES TURNING MOVEMENT VOLUMES EXISTING CONDITIONS NEAR-TERM TRAFFIC CONDITIONS (WITHOUT PROJECT) FAR-TERM TRAFFIC CONDITIONS (WITHOUT PROJECT) EXISTING + PROJECT TRAFFIC CONDITIONS NEAR-TERM + PROJECT TRAFFIC CONDITIONS FAR-TERM + PROJECT TRAFFIC CONDITIONS EXISTING + PROJECT MITIGATED TRAFFIC CONDITIONS NEAR-TERM + PROJECT MITIGATED TRAFFIC CONDITIONS FAR-TERM + PROJECT MITIGATED TRAFFIC CONDITIONS QUEUING SUMMARY SIGHT DISTANCE ANALYSIS J - 47 FIGURES J - 48 Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway S c a r l e t t D r i v e Sherwin Williams Driveway Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d PR O J E C T S I T E 3 4 5 1 2 X LE G E N D FI G U R E 1 PR O J E C T L O C A T I O N A N D S T U D Y I N T E R S E C T I O N S N NO T T O S C A L E DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S ST U D Y A R E A IN T E R S E C T I O N S MAY 2012KR-097059013 6 7 8 IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 SEE INSET J - 49 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 5 6 7 8 123 4 FI G U R E 2 EX I S T I N G C O N D I T I O N - L A N E G E O M E T R Y A N D T R A F F I C C O N T R O L DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 75' 75' 30' 15 0 ' 65 ' 100' 14 0 ' 15 5 ' 10 0 ' 25 0 ' 23 5 ' 120'50'165'90' 17 5 ' 19 20 21 1718 3 4 5 1 2 6 7 ST U D Y A R E A IN T E R S E C T I O N S TR A F F I C S I G N A L ST O P S I G N PR O J E C T S I T E ST O R A G E L E N G T H XX ' LE G E N D X NO T T O S C A L E N FU T U R E IN T E R S E C T I O N FU T U R E IN T E R S E C T I O N FU T U R E IN T E R S E C T I O N SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 TWLTL TWLTLTWLTL TW L T L TW L T L TW L T L TW L T L TW L T L TWLTL TWLTLTWLTLMAY 2012 J - 50 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 ST U D Y A R E A IN T E R S E C T I O N S PR O J E C T S I T E LE G E N D X AM ( P M ) P E A K H O U R VO U L M E S AM ( P M ) 5 6 7 8 123 4 FI G U R E 3 EX I S T I N G C O N D I T I O N - P E A K H O U R T U R N I N G M O V E M E N T V O L U M E S DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 19 20 21 1718 NO T T O S C A L E N FU T U R E IN T E R S E C T I O N FU T U R E IN T E R S E C T I O N FU T U R E IN T E R S E C T I O N MAY 2012 J - 51 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 ST U D Y A R E A IN T E R S E C T I O N S TR A F F I C S I G N A L ST O P S I G N PR O J E C T S I T E ST O R A G E L E N G T H XX ' LE G E N D X NO T T O S C A L E N SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 5 7 8 123 4 FI G U R E 4 NE A R - T E R M C O N D I T I O N - L A N E G E O M E T R Y A N D T R A F F I C C O N T R O L DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 75' 75' 30' 15 0 ' 65 ' 100' 14 0 ' 15 5 ' 10 0 ' 25 0 ' 23 5 ' 120'50'165'90' 17 5 ' 19 20 21 1718 10 0 ' NO T E : S H A D E D I N T E R S E C T I O N S R E F L E C T U N C H A N G E D C O N D I T I O N S F R O M E X I S T I N G C O N D I T I O N S . 6 10 0 ' 10 0 ' TWLTL TWLTL TWLTL TW L T L TW L T L TW L T L TW L T L TW L T L TWLTL TWLTL TWLTLMAY 2012 J - 52 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 ST U D Y A R E A IN T E R S E C T I O N S TR A F F I C S I G N A L ST O P S I G N PR O J E C T S I T E ST O R A G E L E N G T H XX ' LE G E N D X NO T T O S C A L E N SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 5 6 7 8 123 4 FI G U R E 5 FA R - T E R M C O N D I T I O N - L A N E G E O M E T R Y A N D T R A F F I C C O N T R O L DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 75' 75' 30' 15 0 ' 65 ' 100' 14 0 ' 15 5 ' 10 0 ' 25 0 ' 23 5 ' 120'50'165'90' 17 5 ' 19 20 21 1718 10 0 ' NO T E : S H A D E D I N T E R S E C T I O N S R E F L E C T U N C H A N G E D C O N D I T I O N S F R O M N E A R - T E R M C O N D I T I O N S . 10 0 ' 10 0 ' TWLTL TWLTLTWLTL TW L T L TW L T L TWLTLTWLTL TW L T L TW L T L TW L T L TWLTLMAY 2012 J - 53 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 ST U D Y A R E A IN T E R S E C T I O N S PR O J E C T S I T E LE G E N D X AM ( P M ) P E A K H O U R VO U L M E S AM ( P M ) NO T T O S C A L E N 5 6 7 8 123 4 FI G U R E 6 NE A R - T E R M C O N D I T I O N - P E A K H O U R T U R N I N G M O V E M E N T V O L U M E S DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 19 20 21 1718MAY 2012 J - 54 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 ST U D Y A R E A IN T E R S E C T I O N S PR O J E C T S I T E LE G E N D X AM ( P M ) P E A K H O U R VO U L M E S AM ( P M ) NO T T O S C A L E N 5 6 7 8 123 4 FI G U R E 7 FA R - T E R M C O N D I T I O N - P E A K H O U R T U R N I N G M O V E M E N T V O L U M E S DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 19 20 21 1718MAY 2012 J - 55 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 5 6 7 8 123 4 FI G U R E 8 PR O P O S E D P R O J E C T - L A N E G E O M E T R Y A N D T R A F F I C C O N T R O L DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 75' 75' 30' 15 0 ' 12 0 ' 100' 22 0 ' 15 0 ' 25 0 ' 38 0 ' 170'50'230'140'19 20 21 1718 3 4 5 1 2 6 7 ST U D Y A R E A IN T E R S E C T I O N S TR A F F I C S I G N A L ST O P S I G N PR O J E C T S I T E ST O R A G E L E N G T H XX ' LE G E N D X NO T T O S C A L E N SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 10 0 ' 21 5 ' 11 0 ' 10 0 ' 50'MAY 2012 J - 56 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 ST U D Y A R E A IN T E R S E C T I O N S PR O J E C T S I T E LE G E N D X AM ( P M ) P E A K H O U R VO U L M E S AM ( P M ) NO T T O S C A L E N 5 6 7 8 123 4 FI G U R E 9 EX I S T I N G + P R O J E C T C O N D I T I O N - P E A K H O U R T U R N I N G M O V E M E N T V O L U M E S DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 19 20 21 1718 FU T U R E IN T E R S E C T I O N FU T U R E IN T E R S E C T I O N FU T U R E IN T E R S E C T I O N MAY 2012 J - 57 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 ST U D Y A R E A IN T E R S E C T I O N S PR O J E C T S I T E LE G E N D X AM ( P M ) P E A K H O U R VO U L M E S AM ( P M ) NO T T O S C A L E N 5 6 7 8 123 4 FI G U R E 1 0 NE A R - T E R M + P R O J E C T C O N D I T I O N - P E A K H O U R T U R N I N G M O V E M E N T V O L U M E S DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 19 20 21 1718MAY 2012 J - 58 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 ST U D Y A R E A IN T E R S E C T I O N S PR O J E C T S I T E LE G E N D X AM ( P M ) P E A K H O U R VO U L M E S AM ( P M ) NO T T O S C A L E N 5 6 7 8 123 4 FI G U R E 1 1 FA R - T E R M + P R O J E C T C O N D I T I O N - P E A K H O U R T U R N I N G M O V E M E N T V O L U M E S DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 19 20 21 1718MAY 2012 J - 59 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 44 22 May 2012 Kimley-Horn and Associates, Inc. APPENDIX J - 60 Traffic Impact Study – Final Report Dougherty Widening - Dublin, CA DoughertyWidening04.FinalReport.doc 45 22 May 2012 Kimley-Horn and Associates, Inc. APPENDIX FIGURES TURNING MOVEMENT VOLUMES EXISTING CONDITIONS NEAR-TERM TRAFFIC CONDITIONS (WITHOUT PROJECT) FAR-TERM TRAFFIC CONDITIONS (WITHOUT PROJECT) EXISTING + PROJECT TRAFFIC CONDITIONS NEAR-TERM + PROJECT TRAFFIC CONDITIONS FAR-TERM + PROJECT TRAFFIC CONDITIONS EXISTING + PROJECT MITIGATED TRAFFIC CONDITIONS NEAR-TERM + PROJECT MITIGATED TRAFFIC CONDITIONS FAR-TERM + PROJECT MITIGATED TRAFFIC CONDITIONS QUEUING SUMMARY SIGHT DISTANCE ANALYSIS J - 61 FIGURES J - 62 Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway S c a r l e t t D r i v e Sherwin Williams Driveway Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d PR O J E C T S I T E 3 4 5 1 2 X LE G E N D FI G U R E 1 PR O J E C T L O C A T I O N A N D S T U D Y I N T E R S E C T I O N S N NO T T O S C A L E DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S ST U D Y A R E A IN T E R S E C T I O N S MAY 2012KR-097059013 6 7 8 IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 SEE INSET J - 63 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 5 6 7 8 123 4 FI G U R E 2 EX I S T I N G C O N D I T I O N - L A N E G E O M E T R Y A N D T R A F F I C C O N T R O L DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 75' 75' 30' 15 0 ' 65 ' 100' 14 0 ' 15 5 ' 10 0 ' 25 0 ' 23 5 ' 120'50'165'90' 17 5 ' 19 20 21 1718 3 4 5 1 2 6 7 ST U D Y A R E A IN T E R S E C T I O N S TR A F F I C S I G N A L ST O P S I G N PR O J E C T S I T E ST O R A G E L E N G T H XX ' LE G E N D X NO T T O S C A L E N FU T U R E IN T E R S E C T I O N FU T U R E IN T E R S E C T I O N FU T U R E IN T E R S E C T I O N SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 TWLTL TWLTLTWLTL TW L T L TW L T L TW L T L TW L T L TW L T L TWLTL TWLTLTWLTLMAY 2012 J - 64 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 ST U D Y A R E A IN T E R S E C T I O N S PR O J E C T S I T E LE G E N D X AM ( P M ) P E A K H O U R VO U L M E S AM ( P M ) 5 6 7 8 123 4 FI G U R E 3 EX I S T I N G C O N D I T I O N - P E A K H O U R T U R N I N G M O V E M E N T V O L U M E S DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 19 20 21 1718 NO T T O S C A L E N FU T U R E IN T E R S E C T I O N FU T U R E IN T E R S E C T I O N FU T U R E IN T E R S E C T I O N MAY 2012 J - 65 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 ST U D Y A R E A IN T E R S E C T I O N S TR A F F I C S I G N A L ST O P S I G N PR O J E C T S I T E ST O R A G E L E N G T H XX ' LE G E N D X NO T T O S C A L E N SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 5 7 8 123 4 FI G U R E 4 NE A R - T E R M C O N D I T I O N - L A N E G E O M E T R Y A N D T R A F F I C C O N T R O L DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 75' 75' 30' 15 0 ' 65 ' 100' 14 0 ' 15 5 ' 10 0 ' 25 0 ' 23 5 ' 120'50'165'90' 17 5 ' 19 20 21 1718 10 0 ' NO T E : S H A D E D I N T E R S E C T I O N S R E F L E C T U N C H A N G E D C O N D I T I O N S F R O M E X I S T I N G C O N D I T I O N S . 6 10 0 ' 10 0 ' TWLTL TWLTL TWLTL TW L T L TW L T L TW L T L TW L T L TW L T L TWLTL TWLTL TWLTLMAY 2012 J - 66 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 ST U D Y A R E A IN T E R S E C T I O N S TR A F F I C S I G N A L ST O P S I G N PR O J E C T S I T E ST O R A G E L E N G T H XX ' LE G E N D X NO T T O S C A L E N SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 5 6 7 8 123 4 FI G U R E 5 FA R - T E R M C O N D I T I O N - L A N E G E O M E T R Y A N D T R A F F I C C O N T R O L DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 75' 75' 30' 15 0 ' 65 ' 100' 14 0 ' 15 5 ' 10 0 ' 25 0 ' 23 5 ' 120'50'165'90' 17 5 ' 19 20 21 1718 10 0 ' NO T E : S H A D E D I N T E R S E C T I O N S R E F L E C T U N C H A N G E D C O N D I T I O N S F R O M N E A R - T E R M C O N D I T I O N S . 10 0 ' 10 0 ' TWLTL TWLTLTWLTL TW L T L TW L T L TWLTLTWLTL TW L T L TW L T L TW L T L TWLTLMAY 2012 J - 67 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 ST U D Y A R E A IN T E R S E C T I O N S PR O J E C T S I T E LE G E N D X AM ( P M ) P E A K H O U R VO U L M E S AM ( P M ) NO T T O S C A L E N 5 6 7 8 123 4 FI G U R E 6 NE A R - T E R M C O N D I T I O N - P E A K H O U R T U R N I N G M O V E M E N T V O L U M E S DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 19 20 21 1718MAY 2012 J - 68 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 ST U D Y A R E A IN T E R S E C T I O N S PR O J E C T S I T E LE G E N D X AM ( P M ) P E A K H O U R VO U L M E S AM ( P M ) NO T T O S C A L E N 5 6 7 8 123 4 FI G U R E 7 FA R - T E R M C O N D I T I O N - P E A K H O U R T U R N I N G M O V E M E N T V O L U M E S DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 19 20 21 1718MAY 2012 J - 69 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 5 6 7 8 123 4 FI G U R E 8 PR O P O S E D P R O J E C T - L A N E G E O M E T R Y A N D T R A F F I C C O N T R O L DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 75' 75' 30' 15 0 ' 12 0 ' 100' 22 0 ' 15 0 ' 25 0 ' 38 0 ' 170'50'230'140'19 20 21 1718 3 4 5 1 2 6 7 ST U D Y A R E A IN T E R S E C T I O N S TR A F F I C S I G N A L ST O P S I G N PR O J E C T S I T E ST O R A G E L E N G T H XX ' LE G E N D X NO T T O S C A L E N SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 10 0 ' 21 5 ' 11 0 ' 10 0 ' 50'MAY 2012 J - 70 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 ST U D Y A R E A IN T E R S E C T I O N S PR O J E C T S I T E LE G E N D X AM ( P M ) P E A K H O U R VO U L M E S AM ( P M ) NO T T O S C A L E N 5 6 7 8 123 4 FI G U R E 9 EX I S T I N G + P R O J E C T C O N D I T I O N - P E A K H O U R T U R N I N G M O V E M E N T V O L U M E S DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 19 20 21 1718 FU T U R E IN T E R S E C T I O N FU T U R E IN T E R S E C T I O N FU T U R E IN T E R S E C T I O N MAY 2012 J - 71 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 ST U D Y A R E A IN T E R S E C T I O N S PR O J E C T S I T E LE G E N D X AM ( P M ) P E A K H O U R VO U L M E S AM ( P M ) NO T T O S C A L E N 5 6 7 8 123 4 FI G U R E 1 0 NE A R - T E R M + P R O J E C T C O N D I T I O N - P E A K H O U R T U R N I N G M O V E M E N T V O L U M E S DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 19 20 21 1718MAY 2012 J - 72 Dublin Blvd Do u g h e r t y R o a d Sierra LaneHouston Place S c a r l e t t D r i v e Wildwood R d Fall Creek D r Ve n t u r a D r i v e Ma r i p o s a D r i v e Mo n t e r e y D r i v e Willow Cre e k D r Moore Place Amad o r V a l l e y Boule v a r d Sierra L a n e Sierra L a n e Mini Mart Driveway Voss Materials Driveway Quality Tune Up Driveway Denica's Cafe Driveway Houston Place Dublin Self-Storage Driveway Castle Plastics Driveway Ironhorse Trail Apartments European Auto Driveway Performance Auto Driveway Turbo Spa Driveway Sc a r l e t t D r i v e Sherwin WilliamsDriveway 3 4 5 1 2 6 7 SEE INSET IN S E T 8 12 11 13 14 15 16 18 21 20 19 9 10 17 ST U D Y A R E A IN T E R S E C T I O N S PR O J E C T S I T E LE G E N D X AM ( P M ) P E A K H O U R VO U L M E S AM ( P M ) NO T T O S C A L E N 5 6 7 8 123 4 FI G U R E 1 1 FA R - T E R M + P R O J E C T C O N D I T I O N - P E A K H O U R T U R N I N G M O V E M E N T V O L U M E S DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S KR-097059013 13 14 15 16 91011 12 19 20 21 1718MAY 2012 J - 73 TURNING MOVEMENT VOLUMES J - 74 All Traffic Data (916) 771-8700 File Name: 12-7056-001 Dougherty-Sierra Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Bank 1 Dougherty Road Southbound Sierra Lane Westbound Dougherty Road Northbound Sierra Lane Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 010 1 000 0 000 0 000 0 1 Total 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 08:30 000 0 000 0 110 2 100 1 3 Total 0 0 0 0 0 0 0 0 1 1 0 2 1 0 0 1 3 16:15 000 0 000 0 010 1 000 0 1 Total 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 1 17:00 010 1 000 0 000 0 000 0 1 17:30 011 2 000 0 000 0 000 0 2 17:45 000 0 000 0 000 0 010 1 1 Total 0 2 1 3 0 0 0 0 0 0 0 0 0 1 0 1 4 Grand Total 031 4 000 0 120 3 110 2 9 Apprch %07525 000 33.366.70 50500 Total %033.311.144.4 000 0 11.122.2033.3 11.111.1022.2 Dougherty Road Southbound Sierra Lane Westbound Dougherty Road Northbound Sierra Lane Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:45 07:45 000 0 000 0 000 0 000 0 0 08:00 000 0 000 0 000 0 000 0 0 08:15 000 0 000 0 000 0 000 0 0 08:30 000 0 000 0 11 0 2 1 00 1 3 Total Volume 0 0 0 0 0 0 0 0 1 1 0 2 1 0 0 1 3 % App. Total 0 0 0 0 0 0 50 50 0 100 0 0 J - 75 PHF .000 .000 .000 .000 .000 .000 .000 .000 .250 .250 .000 .250 .250 .000 .000 .250 .250 Dougherty Road S i e r r a L a n e S i e r r a L a n e Dougherty Road Right0 Thru0 Left0 InOut Total2 0 2 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left1 Thru1 Right0 Out TotalIn0 2 2 Le f t 1 Th r u 0 Rig h t 0 To t a l Ou t In 1 1 2 Peak Hour Begins at 07:45 Bank 1 Peak Hour Data North Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17:00 17:00 0 1 0 1 000 0 000 0 000 0 1 17:15 000 0 000 0 000 0 000 0 0 17:30 01 1 2 000 0 000 0 000 0 2 17:45 000 0 000 0 000 0 0 1 0 1 1 Total Volume 0 2 1 3 0 0 0 0 0 0 0 0 0 1 0 1 4 % App. Total 0 66.7 33.3 0 0 0 0 0 0 0 100 0 PHF .000 .500 .250 .375 .000 .000 .000 .000 .000 .000 .000 .000 .000 .250 .000 .250 .500 J - 76 All Traffic Data (916) 771-8700 File Name: 12-7056-001 Dougherty-Sierra Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road S i e r r a L a n e S i e r r a L a n e Dougherty Road Right1 Thru2 Left0 InOut Total0 3 3 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 1 0 1 Left0 Thru0 Right0 Out TotalIn2 0 2 Le f t 0 Th r u 1 Ri g h t 0 To t a l Ou t In 1 1 2 Peak Hour Begins at 17:00 Bank 1 Peak Hour Data North J - 77 All Traffic Data (916) 771-8700 File Name: 12-7056-001 Dougherty-Sierra Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Unshifted Dougherty Road Southbound Sierra Lane Westbound Dougherty Road Northbound Sierra Lane Eastbound Start Time Left Thr Rig Ped App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Exclu. Total Inclu. Total Int. Total 07:00 231915 0 336 303 0 6 251470 0 172 4110 0 15 0529529 07:15 041235 0 447 001 0 1 251493 0 177 107 0 8 0633633 07:30 243932 1 473 312 1 6 372401 1 278 3111 0 15 3772775 07:45 150129 1 531 301 0 4 392171 0 257 6010 2 16 3808811 Total 5 1671 111 2 1787 9 1 7 1 17 126 753 5 1 884 14 2 38 2 54 6 2742 2748 08:00 353929 0 571 301 1 4 391813 0 223 819 0 18 1816817 08:15 253032 0 564 500 0 5 221462 2 170 828 1 18 3757760 08:30 147127 1 499 100 0 1 371650 0 202 7010 0 17 1719720 08:45 237226 1 400 100 1 1 311510 0 182 7111 1 19 3602605 Total 8 1912 114 2 2034 10 0 1 2 11 129 643 5 2 777 30 4 38 2 72 8 2894 2902 16:00 326313 1 279 721 0 10 223082 0 332 18227 0 47 1668669 16:15 124118 0 260 401 2 5 312812 0 314 17233 0 52 2631633 16:30 12359 1 245 721 0 10 123302 0 344 12027 0 39 1638639 16:45 225916 2 277 601 1 7 223581 0 381 11127 2 39 5704709 Total 7 998 56 4 1061 24 4 4 3 32 87 1277 7 0 1371 58 5 114 2 177 9 2641 2650 17:00 426111 1 276 913 0 13 124071 0 420 22253 1 77 2786788 17:15 326011 2 274 513 2 9 165531 1 570 22032 3 54 8907915 17:30 026912 0 281 211 0 4 135151 1 529 23126 0 50 1864865 17:45 021019 1 229 504 1 9 235720 0 595 19015 1 34 3867870 Total 7 1000 53 4 1060 21 3 11 3 35 64 2047 3 2 2114 86 3 126 5 215 14 3424 3438 Grand Total 275581334 12 5942 64823 9 95 406472020 5 5146 18814316 11 518 371170111738 Apprch %0.593.95.6 67.48.424.2 7.991.70.4 36.32.761 Total %0.247.72.9 50.8 0.50.10.2 0.8 3.540.30.2 44 1.60.12.7 4.4 0.399.7 Dougherty Road Southbound Sierra Lane Westbound Dougherty Road Northbound Sierra Lane Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 07:30 2439 32 473 3 12 6 37 240 1 278 31 11 15 772 07:45 150129531 301 4 39 2171257 601016 808 08:00 3539 29 571 301 4 39181 3 223 8 19 18 816 08:15 253032564 5 00 5 221462170 8 2 818 757 Total Volume 8 2009 122 2139 14 1 4 19 137 784 7 928 25 4 38 67 3153J - 78 % App. Total 0.4 93.9 5.7 73.7 5.3 21.1 14.8 84.5 0.8 37.3 6 56.7 PHF .667 .932 .953 .937 .700 .250 .500 .792 .878 .817 .583 .835 .781 .500 .864 .931 .966 Dougherty Road S i e r r a L a n e S i e r r a L a n e Dougherty Road Right122 Thru2009 Left8 InOut Total813 2139 2952 Ri g h t 4 Th r u 1 Le f t 14 Ou t To t a l In 19 19 38 Left137 Thru784 Right7 Out TotalIn2061 928 2989 Le f t 25 Th r u 4 Ri g h t 38 To t a l Ou t In 26 0 67 32 7 Peak Hour Begins at 07:30 Unshifted Peak Hour Data North Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17:00 17:00 4 26111276 91 3 13 12407 1 420 22 25377 786 17:15 326011274 513 9 165531570 2203254 907 17:30 0 269 12 281 211 4 135151529 23 12650 864 17:45 0210 19 229 50 4 9 23572 0 595 1901534 867 Total Volume 7 1000 53 1060 21 3 11 35 64 2047 3 2114 86 3 126 215 3424 % App. Total 0.7 94.3 5 60 8.6 31.4 3 96.8 0.1 40 1.4 58.6 PHF .438 .929 .697 .943 .583 .750 .688 .673 .696 .895 .750 .888 .935 .375 .594 .698 .944 J - 79 All Traffic Data (916) 771-8700 File Name: 12-7056-001 Dougherty-Sierra Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road S i e r r a L a n e S i e r r a L a n e Dougherty Road Right53 Thru1000 Left7 InOut Total2144 1060 3204 Rig h t 11 Th r u 3 Le f t 21 Ou t To t a l In 13 35 48 Left64 Thru2047 Right3 Out TotalIn1147 2114 3261 Le f t 86 Th r u 3 Ri g h t 12 6 To t a l Ou t In 12 0 21 5 33 5 Peak Hour Begins at 17:00 Unshifted Peak Hour Data North J - 80 All Traffic Data (916) 771-8700 File Name: 12-7056-002 Dougherty-Houston Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Bank 1 Dougherty Road Southbound Houston Place Westbound Dougherty Road Northbound Driveway Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 010 1 000 0 000 0 000 0 1 Total 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 08:30 010 1 000 0 000 0 000 0 1 Total 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 16:15 010 1 000 0 010 1 000 0 2 Total 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 2 17:00 010 1 000 0 000 0 000 0 1 17:30 010 1 000 0 000 0 000 0 1 Total 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 2 Grand Total 050 5 000 0 010 1 000 0 6 Apprch %01000 000 01000 000 Total %083.3083.3 000 0 016.7016.7 000 0 Dougherty Road Southbound Houston Place Westbound Dougherty Road Northbound Driveway Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 07:00 0 1 0 1 000 0 000 0 000 0 1 07:15 000 0 000 0 000 0 000 0 0 07:30 000 0 000 0 000 0 000 0 0 07:45 000 0 000 0 000 0 000 0 0 Total Volume 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 % App. Total 0 100 0 0 0 0 0 0 0 0 0 0 J - 81 PHF .000 .250 .000 .250 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .250 Dougherty Road D r i v e w a y H o u s t o n P l a c e Dougherty Road Right0 Thru1 Left0 InOut Total0 1 1 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left0 Thru0 Right0 Out TotalIn1 0 1 Le f t 0 Th r u 0 Rig h t 0 To t a l Ou t In 0 0 0 Peak Hour Begins at 07:00 Bank 1 Peak Hour Data North Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:15 16:15 0 1 0 1 000 0 0 1 0 1 000 0 2 16:30 000 0 000 0 000 0 000 0 0 16:45 000 0 000 0 000 0 000 0 0 17:00 010 1 000 0 000 0 000 0 1 Total Volume 0 2 0 2 0 0 0 0 0 1 0 1 0 0 0 0 3 % App. Total 0 100 0 0 0 0 0 100 0 0 0 0 PHF .000 .500 .000 .500 .000 .000 .000 .000 .000 .250 .000 .250 .000 .000 .000 .000 .375 J - 82 All Traffic Data (916) 771-8700 File Name: 12-7056-002 Dougherty-Houston Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road D r i v e w a y H o u s t o n P l a c e Dougherty Road Right0 Thru2 Left0 InOut Total1 2 3 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left0 Thru1 Right0 Out TotalIn2 1 3 Le f t 0 Th r u 0 Ri g h t 0 To t a l Ou t In 0 0 0 Peak Hour Begins at 16:15 Bank 1 Peak Hour Data North J - 83 All Traffic Data (916) 771-8700 File Name: 12-7056-002 Dougherty-Houston Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Unshifted Dougherty Road Southbound Houston Place Westbound Dougherty Road Northbound Driveway Eastbound Start Time Left Thr Rig Ped App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Exclu. Total Inclu. Total Int. Total 07:00 03286 0 334 801 0 9 31356 0 144 001 0 1 0488488 07:15 04356 0 441 301 0 4 41436 0 153 004 1 4 1602603 07:30 04595 0 464 200 0 2 52363 0 244 005 0 5 0715715 07:45 35372 0 542 810 0 9 22158 0 225 104 1 5 1781782 Total 3 1759 19 0 1781 21 1 2 0 24 14 729 23 0 766 1 0 14 2 15 2 2586 2588 08:00 15533 0 557 401 0 5 31794 0 186 003 0 3 0751751 08:15 15654 0 570 604 1 10 01514 0 155 002 0 2 1737738 08:30 24952 0 499 601 0 7 41597 0 170 005 0 5 0681681 08:45 13973 0 401 800 0 8 71458 0 160 205 0 7 0576576 Total 5 2010 12 0 2027 24 0 6 1 30 14 634 23 0 671 2 0 15 0 17 1 2745 2746 16:00 02561 0 257 702 0 9 431011 0 325 205 0 7 0598598 16:15 22432 0 247 511 1 7 028712 0 299 002 1 2 2555557 16:30 02322 0 234 1003 0 13 43317 0 342 211 1 4 1593594 16:45 12581 0 260 1003 2 13 63577 0 370 400 0 4 2647649 Total 3 989 6 0 998 32 1 9 3 42 14 1285 37 0 1336 8 1 8 2 17 5 2393 2398 17:00 32550 0 258 800 1 8 841712 0 437 402 0 6 1709710 17:15 12463 0 250 1301 2 14 75598 0 574 702 1 9 3847850 17:30 32702 0 275 901 4 10 753311 0 551 301 0 4 4840844 17:45 02131 0 214 800 1 8 756712 0 586 401 1 5 2813815 Total 7 984 6 0 997 38 0 2 8 40 29 2076 43 0 2148 18 0 6 2 24 10 3209 3219 Grand Total 18574243 0 5803 115219 12 136 714724126 0 4921 29143 6 73 181093310951 Apprch %0.398.90.7 84.61.514 1.4962.6 39.71.458.9 Total %0.252.50.4 53.1 1.100.2 1.2 0.643.21.2 45 0.300.4 0.7 0.299.8 Dougherty Road Southbound Houston Place Westbound Dougherty Road Northbound Driveway Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 07:30 0459 5 464 200 2 5236 3 244 00 5 5 715 07:45 3 5372542 81 0 9 2215 8 225 1 04 5 781 08:00 15533557 401 5 31794186 003 3 751 08:15 1 565 4 570 60 410 01514155 002 2 737 Total Volume 5 2114 14 2133 20 1 5 26 10 781 19 810 1 0 14 15 2984J - 84 % App. Total 0.2 99.1 0.7 76.9 3.8 19.2 1.2 96.4 2.3 6.7 0 93.3 PHF .417 .935 .700 .936 .625 .250 .313 .650 .500 .827 .594 .830 .250 .000 .700 .750 .955 Dougherty Road D r i v e w a y H o u s t o n P l a c e Dougherty Road Right14 Thru2114 Left5 InOut Total787 2133 2920 Ri g h t 5 Th r u 1 Le f t 20 Ou t To t a l In 24 26 50 Left10 Thru781 Right19 Out TotalIn2148 810 2958 Le f t 1 Th r u 0 Ri g h t 14 To t a l Ou t In 25 15 40 Peak Hour Begins at 07:30 Unshifted Peak Hour Data North Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17:00 17:00 3 2550258 800 8 8 417 12 437 40 2 6 709 17:15 1246 3 250 13 0 114 75598574 7 02 9 847 17:30 3 270 2 275 90110 753311551 301 4 840 17:45 02131214 800 8 7 567 12 586 401 5 813 Total Volume 7 984 6 997 38 0 2 40 29 2076 43 2148 18 0 6 24 3209 % App. Total 0.7 98.7 0.6 95 0 5 1.4 96.6 2 75 0 25 PHF .583 .911 .500 .906 .731 .000 .500 .714 .906 .915 .896 .916 .643 .000 .750 .667 .947 J - 85 All Traffic Data (916) 771-8700 File Name: 12-7056-002 Dougherty-Houston Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road D r i v e w a y H o u s t o n P l a c e Dougherty Road Right6 Thru984 Left7 InOut Total2096 997 3093 Rig h t 2 Th r u 0 Le f t 38 Ou t To t a l In 50 40 90 Left29 Thru2076 Right43 Out TotalIn1028 2148 3176 Le f t 18 Th r u 0 Ri g h t 6 To t a l Ou t In 35 24 59 Peak Hour Begins at 17:00 Unshifted Peak Hour Data North J - 86 All Traffic Data (916) 771-8700 File Name: 12-7056-003 Dougherty-Scarlett Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Bank 1 Dougherty Road Southbound Scarlett Drive Westbound Dougherty Road Northbound Scarlett Drive Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 420 6 110 2 000 0 040 4 12 07:15 000 0 000 0 000 0 020 2 2 07:30 200 2 020 2 000 0 030 3 7 07:45 100 1 010 1 000 0 010 1 3 Total 7 2 0 9 1 4 0 5 0 0 0 0 0 10 0 10 24 08:00 000 0 020 2 000 0 020 2 4 08:15 000 0 000 0 000 0 011 2 2 08:30 000 0 020 2 000 0 010 1 3 08:45 000 0 030 3 000 0 010 1 4 Total 0 0 0 0 0 7 0 7 0 0 0 0 0 5 1 6 13 16:00 000 0 012 3 000 0 000 0 3 16:15 000 0 120 3 000 0 010 1 4 16:30 000 0 002 2 002 2 220 4 8 16:45 000 0 040 4 000 0 000 0 4 Total 0 0 0 0 1 7 4 12 0 0 2 2 2 3 0 5 19 17:00 010 1 051 6 000 0 120 3 10 17:15 100 1 011 2 000 0 030 3 6 17:30 010 1 000 0 010 1 000 0 2 17:45 000 0 010 1 000 0 010 1 2 Total 1 2 0 3 0 7 2 9 0 1 0 1 1 6 0 7 20 Grand Total 84012 225633 012 3 324128 76 Apprch %66.733.30 6.175.818.2 033.366.7 10.785.73.6 Total %10.55.3015.8 2.632.97.943.4 01.32.63.9 3.931.61.336.8 J - 87 All Traffic Data (916) 771-8700 File Name: 12-7056-003 Dougherty-Scarlett Site Code: 00000000 Start Date: 2/16/2012 Page No: 2 City of Dublin Bicycles on Bank 1 Dougherty Road Southbound Scarlett Drive Westbound Dougherty Road Northbound Scarlett Drive Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 07:00 42 0 6 1 10 2 000 0 0 4 0 4 12 07:15 000 0 000 0 000 0 020 2 2 07:30 200 2 0 2 0 2 000 0 030 3 7 07:45 100 1 010 1 000 0 010 1 3 Total Volume 7 2 0 9 1 4 0 5 0 0 0 0 0 10 0 10 24 % App. Total 77.8 22.2 0 20 80 0 0 0 0 0 100 0 PHF .438 .250 .000 .375 .250 .500 .000 .625 .000 .000 .000 .000 .000 .625 .000 .625 .500 J - 88 All Traffic Data (916) 771-8700 File Name: 12-7056-003 Dougherty-Scarlett Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road S c a r l e t t D r i v e S c a r l e t t D r i v e Dougherty Road Right0 Thru2 Left7 InOut Total0 9 9 Rig h t 0 Th r u 4 Le f t 1 Ou t To t a l In 17 5 22 Left0 Thru0 Right0 Out TotalIn3 0 3 Le f t 0 Th r u 10 Ri g h t 0 To t a l Ou t In 4 10 14 Peak Hour Begins at 07:00 Bank 1 Peak Hour Data North J - 89 All Traffic Data (916) 771-8700 File Name: 12-7056-003 Dougherty-Scarlett Site Code: 00000000 Start Date: 2/16/2012 Page No: 4 City of Dublin Bicycles on Bank 1 Dougherty Road Southbound Scarlett Drive Westbound Dougherty Road Northbound Scarlett Drive Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:30 16:30 000 0 00 2 2 00 2 2 2 20 4 8 16:45 000 0 040 4 000 0 000 0 4 17:00 0 1 0 1 0 5 1 6 000 0 120 3 10 17:15 1 00 1 011 2 000 0 0 3 0 3 6 Total Volume 1 1 0 2 0 10 4 14 0 0 2 2 3 7 0 10 28 % App. Total 50 50 0 0 71.4 28.6 0 0 100 30 70 0 PHF .250 .250 .000 .500 .000 .500 .500 .583 .000 .000 .250 .250 .375 .583 .000 .625 .700 J - 90 All Traffic Data (916) 771-8700 File Name: 12-7056-003 Dougherty-Scarlett Site Code: 00000000 Start Date: 2/16/2012 Page No: 5 City of Dublin Bicycles on Bank 1 Dougherty Road S c a r l e t t D r i v e S c a r l e t t D r i v e Dougherty Road Right0 Thru1 Left1 InOut Total7 2 9 Rig h t 4 Th r u 10 Le f t 0 Ou t To t a l In 10 14 24 Left0 Thru0 Right2 Out TotalIn1 2 3 Le f t 3 Th r u 7 Ri g h t 0 To t a l Ou t In 10 10 20 Peak Hour Begins at 16:30 Bank 1 Peak Hour Data North J - 91 All Traffic Data (916) 771-8700 File Name: 12-7056-003 Dougherty-Scarlett Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Unshifted Dougherty Road Southbound Scarlett Drive Westbound Dougherty Road Northbound Scarlett Drive Eastbound Start Time Left Thr Rig Ped App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Exclu. Total Inclu. Total Int. Total 07:00 03150 1 315 601 1 7 21360 0 138 1018 0 19 2479481 07:15 04051 0 406 1101 0 12 21205 0 127 0014 0 14 0559559 07:30 24540 1 456 301 0 4 32280 0 231 5014 0 19 1710711 07:45 24805 0 487 503 0 8 42022 0 208 4027 0 31 0734734 Total 4 1654 6 2 1664 25 0 6 1 31 11 686 7 0 704 10 0 73 0 83 3 2482 2485 08:00 14971 1 499 1002 0 12 31671 0 171 8022 0 30 1712713 08:15 45791 1 584 1303 0 16 11343 0 138 5017 0 22 1760761 08:30 04354 0 439 600 0 6 41411 0 146 1014 0 15 0606606 08:45 03601 1 361 400 0 4 31280 0 131 1013 0 14 1510511 Total 5 1871 7 3 1883 33 0 5 0 38 11 570 5 0 586 15 0 66 0 81 3 2588 2591 16:00 02271 2 228 201 1 3 112855 0 301 0011 0 11 3543546 16:15 12254 1 230 502 0 7 222411 0 264 207 0 9 1510511 16:30 02183 0 221 201 0 3 153130 0 328 1010 1 11 1563564 16:45 02193 1 222 402 1 6 193308 0 357 0010 0 10 2595597 Total 1 889 11 4 901 13 0 6 2 19 67 1169 14 0 1250 3 0 38 1 41 7 2211 2218 17:00 32373 2 243 201 0 3 133991 0 413 2011 1 13 3672675 17:15 32425 3 250 701 1 8 235112 0 536 306 0 9 4803807 17:30 12275 0 233 201 0 3 175295 0 551 306 0 9 0796796 17:45 02107 2 217 701 0 8 205521 0 573 0013 1 13 3811814 Total 7 916 20 7 943 18 0 4 1 22 73 1991 9 0 2073 8 0 36 2 44 10 3082 3092 Grand Total 17533044 16 5391 89021 4 110 162441635 0 4613 360213 3 249 231036310386 Apprch %0.398.90.8 80.9019.1 3.595.70.8 14.5085.5 Total %0.251.40.4 52 0.900.2 1.1 1.642.60.3 44.5 0.302.1 2.4 0.299.8 Dougherty Road Southbound Scarlett Drive Westbound Dougherty Road Northbound Scarlett Drive Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 07:30 24540456 301 4 3 228 0 231 501419 710 07:45 2480 5 487 50 3 8 4 2022208 40 2731 734 08:00 14971499 100212 31671171 8 02230 712 08:15 4579 1 584 13 03 16 1134 3 138 501722 760 Total Volume 9 2010 7 2026 31 0 9 40 11 731 6 748 22 0 80 102 2916J - 92 % App. Total 0.4 99.2 0.3 77.5 0 22.5 1.5 97.7 0.8 21.6 0 78.4 PHF .563 .868 .350 .867 .596 .000 .750 .625 .688 .802 .500 .810 .688 .000 .741 .823 .959 Dougherty Road S c a r l e t t D r i v e S c a r l e t t D r i v e Dougherty Road Right7 Thru2010 Left9 InOut Total762 2026 2788 Ri g h t 9 Th r u 0 Le f t 31 Ou t To t a l In 15 40 55 Left11 Thru731 Right6 Out TotalIn2121 748 2869 Le f t 22 Th r u 0 Ri g h t 80 To t a l Ou t In 18 10 2 12 0 Peak Hour Begins at 07:30 Unshifted Peak Hour Data North Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17:00 17:00 3 2373243 20 1 3 133991413 2011 13 672 17:15 3 242 5 250 7 01 8 23 5112536 3 06 9 803 17:30 12275233 201 3 17529 5 551 306 9 796 17:45 0210 7 217 701 8 20 552 1 573 00 13 13 811 Total Volume 7 916 20 943 18 0 4 22 73 1991 9 2073 8 0 36 44 3082 % App. Total 0.7 97.1 2.1 81.8 0 18.2 3.5 96 0.4 18.2 0 81.8 PHF .583 .946 .714 .943 .643 .000 1.000 .688 .793 .902 .450 .904 .667 .000 .692 .846 .950 J - 93 All Traffic Data (916) 771-8700 File Name: 12-7056-003 Dougherty-Scarlett Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road S c a r l e t t D r i v e S c a r l e t t D r i v e Dougherty Road Right20 Thru916 Left7 InOut Total2003 943 2946 Rig h t 4 Th r u 0 Le f t 18 Ou t To t a l In 16 22 38 Left73 Thru1991 Right9 Out TotalIn970 2073 3043 Le f t 8 Th r u 0 Ri g h t 36 To t a l Ou t In 93 44 13 7 Peak Hour Begins at 17:00 Unshifted Peak Hour Data North J - 94 All Traffic Data (916) 771-8700 File Name: 12-7056-004 Dougherty-Amador Valley Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Bank 1 Dougherty Road Southbound Westbound Dougherty Road Northbound Amador Valley Blvd. Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 030 3 000 0 000 0 000 0 3 07:45 010 1 000 0 000 0 000 0 1 Total 0 4 0 4 0 0 0 0 0 0 0 0 0 0 0 0 4 16:00 000 0 000 0 010 1 000 0 1 16:30 000 0 000 0 020 2 000 0 2 16:45 000 0 000 0 020 2 000 0 2 Total 0 0 0 0 0 0 0 0 0 5 0 5 0 0 0 0 5 17:00 010 1 000 0 010 1 000 0 2 17:15 010 1 000 0 000 0 000 0 1 17:30 000 0 000 0 010 1 000 0 1 Total 0 2 0 2 0 0 0 0 0 2 0 2 0 0 0 0 4 Grand Total 060 6 000 0 070 7 000 0 13 Apprch %01000 000 01000 000 Total %046.2046.2 000 0 053.8053.8 000 0 Dougherty Road Southbound Westbound Dougherty Road Northbound Amador Valley Blvd. Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 07:00 0 3 0 3 000 0 000 0 000 0 3 07:15 000 0 000 0 000 0 000 0 0 07:30 000 0 000 0 000 0 000 0 0 07:45 010 1 000 0 000 0 000 0 1 Total Volume 0 4 0 4 0 0 0 0 0 0 0 0 0 0 0 0 4 % App. Total 0 100 0 0 0 0 0 0 0 0 0 0 PHF .000 .333 .000 .333 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .333 J - 95 All Traffic Data (916) 771-8700 File Name: 12-7056-004 Dougherty-Amador Valley Site Code: 00000000 Start Date: 2/16/2012 Page No: 2 City of Dublin Bicycles on Bank 1 Dougherty Road A m a d o r V a l l e y B l v d . Dougherty Road Right0 Thru4 Left0 InOut Total0 4 4 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left0 Thru0 Right0 Out TotalIn4 0 4 Le f t 0 Th r u 0 Ri g h t 0 To t a l Ou t In 0 0 0 Peak Hour Begins at 07:00 Bank 1 Peak Hour Data North J - 96 All Traffic Data (916) 771-8700 File Name: 12-7056-004 Dougherty-Amador Valley Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road Southbound Westbound Dougherty Road Northbound Amador Valley Blvd. Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:30 16:30 000 0 000 0 0 2 0 2 000 0 2 16:45 000 0 000 0 020 2 000 0 2 17:00 0 1 0 1 000 0 010 1 000 0 2 17:15 010 1 000 0 000 0 000 0 1 Total Volume 0 2 0 2 0 0 0 0 0 5 0 5 0 0 0 0 7 % App. Total 0 100 0 0 0 0 0 100 0 0 0 0 PHF .000 .500 .000 .500 .000 .000 .000 .000 .000 .625 .000 .625 .000 .000 .000 .000 .875 J - 97 All Traffic Data (916) 771-8700 File Name: 12-7056-004 Dougherty-Amador Valley Site Code: 00000000 Start Date: 2/16/2012 Page No: 4 City of Dublin Bicycles on Bank 1 Dougherty Road A m a d o r V a l l e y B l v d . Dougherty Road Right0 Thru2 Left0 InOut Total5 2 7 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left0 Thru5 Right0 Out TotalIn2 5 7 Le f t 0 Th r u 0 Ri g h t 0 To t a l Ou t In 0 0 0 Peak Hour Begins at 16:30 Bank 1 Peak Hour Data North J - 98 All Traffic Data (916) 771-8700 File Name: 12-7056-004 Dougherty-Amador Valley Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Unshifted Dougherty Road Southbound Westbound Dougherty Road Northbound Amador Valley Blvd. Eastbound Start Time Left Thr Rig Ped App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Exclu. Total Inclu. Total Int. Total 07:00 027233 0 305 000 0 0 27710 0 98 7060 0 67 0470470 07:15 033326 0 359 000 0 0 44900 0 134 14059 0 73 0566566 07:30 036245 0 407 000 0 0 981000 0 198 14097 0 111 0716716 07:45 038154 0 435 000 0 0 1341060 0 240 140121 1 135 1810811 Total 0 1348 158 0 1506 0 0 0 0 0 303 367 0 0 670 49 0 337 1 386 1 2562 2563 08:00 045965 0 524 000 0 0 64850 0 149 26092 0 118 0791791 08:15 044954 0 503 000 0 0 76880 0 164 32086 0 118 0785785 08:30 033057 0 387 000 0 0 36990 0 135 40083 1 123 1645646 08:45 030664 0 370 000 0 0 35910 1 126 32068 0 100 1596597 Total 0 1544 240 0 1784 0 0 0 0 0 211 363 0 1 574 130 0 329 1 459 2 2817 2819 16:00 014929 0 178 000 0 0 712040 1 275 58051 0 109 1562563 16:15 017036 0 206 000 0 0 821740 0 256 42064 0 106 0568568 16:30 014918 0 167 000 0 0 752270 0 302 61076 0 137 0606606 16:45 017642 0 218 000 0 0 852510 1 336 59063 0 122 1676677 Total 0 644 125 0 769 0 0 0 0 0 313 856 0 2 1169 220 0 254 0 474 2 2412 2414 17:00 016828 1 196 000 0 0 942800 0 374 70067 0 137 1707708 17:15 018448 0 232 000 0 0 1293790 0 508 74071 1 145 1885886 17:30 017652 0 228 000 0 0 1324090 1 541 82071 1 153 2922924 17:45 014043 0 183 000 0 0 1163860 0 502 90064 1 154 1839840 Total 0 668 171 1 839 0 0 0 0 0 471 1454 0 1 1925 316 0 273 3 589 5 3353 3358 Grand Total 04204694 1 4898 000 0 0 129830400 4 4338 71501193 5 1908 101114411154 Apprch %085.814.2 000 29.970.10 37.5062.5 Total %037.76.2 44 000 0 11.627.30 38.9 6.4010.7 17.1 0.199.9 Dougherty Road Southbound Westbound Dougherty Road Northbound Amador Valley Blvd. Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 07:30 036245407 000 0 981000198 14097111 716 07:45 038154435 000 0 134106 0 240 140 121135 810 08:00 0 45965524 000 0 64850149 26092118 791 08:15 044954503 000 0 76880164 32 086118 785 Total Volume 0 1651 218 1869 0 0 0 0 372 379 0 751 86 0 396 482 3102J - 99 % App. Total 0 88.3 11.7 0 0 0 49.5 50.5 0 17.8 0 82.2 PHF .000 .899 .838 .892 .000 .000 .000 .000 .694 .894 .000 .782 .672 .000 .818 .893 .957 Dougherty Road A m a d o r V a l l e y B l v d . Dougherty Road Right218 Thru1651 Left0 InOut Total465 1869 2334 Ri g h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left372 Thru379 Right0 Out TotalIn2047 751 2798 Le f t 86 Th r u 0 Ri g h t 39 6 To t a l Ou t In 59 0 48 2 10 7 2 Peak Hour Begins at 07:30 Unshifted Peak Hour Data North Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17:00 17:00 016828196 000 0 942800374 70067137 707 17:15 0 184 48 232 000 0 1293790508 740 71 145 885 17:30 0176 52 228 000 0 132409 0 541 82071153 922 17:45 014043183 000 0 1163860502 90 064 154 839 Total Volume 0 668 171 839 0 0 0 0 471 1454 0 1925 316 0 273 589 3353 % App. Total 0 79.6 20.4 0 0 0 24.5 75.5 0 53.7 0 46.3 PHF .000 .908 .822 .904 .000 .000 .000 .000 .892 .889 .000 .890 .878 .000 .961 .956 .909 J - 100 All Traffic Data (916) 771-8700 File Name: 12-7056-004 Dougherty-Amador Valley Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road A m a d o r V a l l e y B l v d . Dougherty Road Right171 Thru668 Left0 InOut Total1770 839 2609 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left471 Thru1454 Right0 Out TotalIn941 1925 2866 Le f t 31 6 Th r u 0 Ri g h t 27 3 To t a l Ou t In 64 2 58 9 12 3 1 Peak Hour Begins at 17:00 Unshifted Peak Hour Data North J - 101 All Traffic Data (916) 771-8700 File Name: 12-7056-005 Dougherty-Wildwood Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Bank 1 Dougherty Road Southbound Westbound Dougherty Road Northbound Wildwood Road Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 050 5 000 0 000 0 000 0 5 07:30 030 3 000 0 000 0 000 0 3 07:45 010 1 000 0 000 0 000 0 1 Total 0 9 0 9 0 0 0 0 0 0 0 0 0 0 0 0 9 16:00 000 0 000 0 010 1 000 0 1 16:15 001 1 000 0 010 1 000 0 2 16:30 000 0 000 0 020 2 000 0 2 16:45 000 0 000 0 010 1 000 0 1 Total 0 0 1 1 0 0 0 0 0 5 0 5 0 0 0 0 6 17:00 010 1 000 0 020 2 000 0 3 17:15 000 0 000 0 010 1 001 1 2 17:30 000 0 000 0 010 1 000 0 1 Total 0 1 0 1 0 0 0 0 0 4 0 4 0 0 1 1 6 Grand Total 010111 000 0 090 9 001 1 21 Apprch %090.99.1 000 01000 00100 Total %047.64.852.4 000 0 042.9042.9 004.84.8 Dougherty Road Southbound Westbound Dougherty Road Northbound Wildwood Road Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 07:00 0 5 0 5 000 0 000 0 000 0 5 07:15 000 0 000 0 000 0 000 0 0 07:30 030 3 000 0 000 0 000 0 3 07:45 010 1 000 0 000 0 000 0 1 Total Volume 0 9 0 9 0 0 0 0 0 0 0 0 0 0 0 0 9 % App. Total 0 100 0 0 0 0 0 0 0 0 0 0 PHF .000 .450 .000 .450 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .450J - 102 Dougherty Road W i l d w o o d R o a d Dougherty Road Right0 Thru9 Left0 InOut Total0 9 9 Ri g h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left0 Thru0 Right0 Out TotalIn9 0 9 Le f t 0 Th r u 0 Ri g h t 0 To t a l Ou t In 0 0 0 Peak Hour Begins at 07:00 Bank 1 Peak Hour Data North Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:15 16:15 00 1 1 000 0 010 1 000 0 2 16:30 000 0 000 0 0 2 0 2 000 0 2 16:45 000 0 000 0 010 1 000 0 1 17:00 0 1 0 1 000 0 020 2 000 0 3 Total Volume 0 1 1 2 0 0 0 0 0 6 0 6 0 0 0 0 8 % App. Total 0 50 50 0 0 0 0 100 0 0 0 0 PHF .000 .250 .250 .500 .000 .000 .000 .000 .000 .750 .000 .750 .000 .000 .000 .000 .667 J - 103 All Traffic Data (916) 771-8700 File Name: 12-7056-005 Dougherty-Wildwood Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road W i l d w o o d R o a d Dougherty Road Right1 Thru1 Left0 InOut Total6 2 8 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left0 Thru6 Right0 Out TotalIn1 6 7 Le f t 0 Th r u 0 Ri g h t 0 To t a l Ou t In 1 0 1 Peak Hour Begins at 16:15 Bank 1 Peak Hour Data North J - 104 All Traffic Data (916) 771-8700 File Name: 12-7056-005 Dougherty-Wildwood Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Unshifted Dougherty Road Southbound Westbound Dougherty Road Northbound Wildwood Road Eastbound Start Time Left Thr Rig Ped App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Exclu. Total Inclu. Total Int. Total 07:00 03011 0 302 000 0 0 0780 0 78 306 1 9 1389390 07:15 03731 0 374 000 0 0 01010 0 101 006 0 6 0481481 07:30 04413 0 444 000 0 0 21030 0 105 0011 0 11 0560560 07:45 042013 0 433 000 0 0 31180 0 121 1011 0 12 0566566 Total 0 1535 18 0 1553 0 0 0 0 0 5 400 0 0 405 4 0 34 1 38 1 1996 1997 08:00 051615 0 531 000 0 0 31150 0 118 208 0 10 0659659 08:15 045928 0 487 000 0 0 11120 0 113 306 0 9 0609609 08:30 03661 0 367 000 0 0 31310 0 134 107 2 8 2509511 08:45 03662 0 368 000 0 0 21220 0 124 304 0 7 0499499 Total 0 1707 46 0 1753 0 0 0 0 0 9 480 0 0 489 9 0 25 2 34 2 2276 2278 16:00 01900 0 190 000 0 0 72460 0 253 004 3 4 3447450 16:15 01902 0 192 000 0 0 102190 0 229 003 0 3 0424424 16:30 01671 0 168 000 0 0 52830 0 288 204 0 6 0462462 16:45 02012 0 203 000 0 0 72880 0 295 205 0 7 0505505 Total 0 748 5 0 753 0 0 0 0 0 29 1036 0 0 1065 4 0 16 3 20 3 1838 1841 17:00 02141 0 215 000 0 0 113500 0 361 202 2 4 2580582 17:15 02301 0 231 000 0 0 124480 0 460 201 0 3 0694694 17:30 02093 0 212 000 0 0 74800 0 487 002 0 2 0701701 17:45 01944 0 198 000 0 0 64810 0 487 204 0 6 0691691 Total 0 847 9 0 856 0 0 0 0 0 36 1759 0 0 1795 6 0 9 2 15 2 2666 2668 Grand Total 0483778 0 4915 000 0 0 7936750 0 3754 23084 8 107 887768784 Apprch %098.41.6 000 2.197.90 21.5078.5 Total %055.10.9 56 000 0 0.941.90 42.8 0.301 1.2 0.199.9 Dougherty Road Southbound Westbound Dougherty Road Northbound Wildwood Road Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 07:30 04413444 000 0 21030105 00 11 11 560 07:45 042013433 000 0 3118 0 121 1011 12 566 08:00 0 516 15 531 000 0 31150118 20810 659 08:15 0459 28 487 000 0 11120113 3 06 9 609 Total Volume 0 1836 59 1895 0 0 0 0 9 448 0 457 6 0 36 42 2394J - 105 % App. Total 0 96.9 3.1 0 0 0 2 98 0 14.3 0 85.7 PHF .000 .890 .527 .892 .000 .000 .000 .000 .750 .949 .000 .944 .500 .000 .818 .875 .908 Dougherty Road W i l d w o o d R o a d Dougherty Road Right59 Thru1836 Left0 InOut Total454 1895 2349 Ri g h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left9 Thru448 Right0 Out TotalIn1872 457 2329 Le f t 6 Th r u 0 Ri g h t 36 To t a l Ou t In 68 42 11 0 Peak Hour Begins at 07:30 Unshifted Peak Hour Data North Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17:00 17:00 02141215 000 0 113500361 2 02 4 580 17:15 0 230 1 231 000 0 12 4480460 201 3 694 17:30 02093212 000 0 74800 487 002 2 701 17:45 0194 4 198 000 0 6 481 0487 20 4 6 691 Total Volume 0 847 9 856 0 0 0 0 36 1759 0 1795 6 0 9 15 2666 % App. Total 0 98.9 1.1 0 0 0 2 98 0 40 0 60 PHF .000 .921 .563 .926 .000 .000 .000 .000 .750 .914 .000 .921 .750 .000 .563 .625 .951 J - 106 All Traffic Data (916) 771-8700 File Name: 12-7056-005 Dougherty-Wildwood Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road W i l d w o o d R o a d Dougherty Road Right9 Thru847 Left0 InOut Total1765 856 2621 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left36 Thru1759 Right0 Out TotalIn856 1795 2651 Le f t 6 Th r u 0 Ri g h t 9 To t a l Ou t In 45 15 60 Peak Hour Begins at 17:00 Unshifted Peak Hour Data North J - 107 All Traffic Data (916) 771-8700 File Name: 12-7056-006 Dougherty-Willow Creek Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Bank 1 Dougherty Road Southbound Westbound Dougherty Road Northbound Willow Creek Drive Eastbound Start Time Left Thr Rig Ped App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Exclu. Total Inclu. Total Int. Total 07:00 000 0 0 000 0 0 200 0 2 002 0 2 044 07:30 000 0 0 000 0 0 000 0 0 001 0 1 011 Total 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 0 0 3 0 3 0 5 5 16:00 000 0 0 000 0 0 000 0 0 001 0 1 011 16:45 000 0 0 000 0 0 100 0 1 000 0 0 011 Total 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 1 0 1 0 2 2 17:00 000 0 0 000 0 0 000 0 0 001 0 1 011 17:30 000 0 0 000 0 0 100 0 1 000 0 0 011 Total 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 1 0 1 0 2 2 Grand Total 000 0 0 000 0 0 400 0 4 005 0 5 099 Apprch %000 000 10000 00100 Total %000 0 000 0 44.400 44.4 0055.6 55.6 0100 Dougherty Road Southbound Westbound Dougherty Road Northbound Willow Creek Drive Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 07:00 000 0 000 0 2 00 2 00 2 2 4 07:15 000 0 000 0 000 0 000 0 0 07:30 000 0 000 0 000 0 001 1 1 07:45 000 0 000 0 000 0 000 0 0 Total Volume 0 0 0 0 0 0 0 0 2 0 0 2 0 0 3 3 5 % App. Total 0 0 0 0 0 0 100 0 0 0 0 100 PHF .000 .000 .000 .000 .000 .000 .000 .000 .250 .000 .000 .250 .000 .000 .375 .375 .313 J - 108 All Traffic Data (916) 771-8700 File Name: 12-7056-006 Dougherty-Willow Creek Site Code: 00000000 Start Date: 2/16/2012 Page No: 2 City of Dublin Bicycles on Bank 1 Dougherty Road W i l l o w C r e e k D r i v e Dougherty Road Right0 Thru0 Left0 InOut Total0 0 0 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left2 Thru0 Right0 Out TotalIn3 2 5 Le f t 0 Th r u 0 Ri g h t 3 To t a l Ou t In 2 3 5 Peak Hour Begins at 07:00 Bank 1 Peak Hour Data North J - 109 All Traffic Data (916) 771-8700 File Name: 12-7056-006 Dougherty-Willow Creek Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road Southbound Westbound Dougherty Road Northbound Willow Creek Drive Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:45 16:45 000 0 000 0 1 00 1 000 0 1 17:00 000 0 000 0 000 0 00 1 1 1 17:15 000 0 000 0 000 0 000 0 0 17:30 000 0 000 0 100 1 000 0 1 Total Volume 0 0 0 0 0 0 0 0 2 0 0 2 0 0 1 1 3 % App. Total 0 0 0 0 0 0 100 0 0 0 0 100 PHF .000 .000 .000 .000 .000 .000 .000 .000 .500 .000 .000 .500 .000 .000 .250 .250 .750 J - 110 All Traffic Data (916) 771-8700 File Name: 12-7056-006 Dougherty-Willow Creek Site Code: 00000000 Start Date: 2/16/2012 Page No: 4 City of Dublin Bicycles on Bank 1 Dougherty Road W i l l o w C r e e k D r i v e Dougherty Road Right0 Thru0 Left0 InOut Total0 0 0 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left2 Thru0 Right0 Out TotalIn1 2 3 Le f t 0 Th r u 0 Ri g h t 1 To t a l Ou t In 2 1 3 Peak Hour Begins at 16:45 Bank 1 Peak Hour Data North J - 111 All Traffic Data (916) 771-8700 File Name: 12-7056-006 Dougherty-Willow Creek Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Unshifted Dougherty Road Southbound Westbound Dougherty Road Northbound Willow Creek Drive Eastbound Start Time Left Thr Rig Ped App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Exclu. Total Inclu. Total Int. Total 07:00 02753 0 278 000 0 0 2870 0 89 2040 0 42 0409409 07:15 03262 0 328 000 0 0 9840 0 93 4036 0 40 0461461 07:30 03724 0 376 000 0 0 41080 0 112 15062 0 77 0565565 07:45 03861 0 387 000 0 0 121000 0 112 4058 0 62 0561561 Total 0 1359 10 0 1369 0 0 0 0 0 27 379 0 0 406 25 0 196 0 221 0 1996 1996 08:00 04664 0 470 000 0 0 101040 0 114 5075 0 80 0664664 08:15 04291 0 430 000 0 0 201020 0 122 5040 1 45 1597598 08:30 03532 0 355 000 0 0 231150 0 138 4022 2 26 2519521 08:45 03345 0 339 000 0 0 181020 0 120 2023 0 25 0484484 Total 0 1582 12 0 1594 0 0 0 0 0 71 423 0 0 494 16 0 160 3 176 3 2264 2267 16:00 01672 0 169 000 0 0 272290 0 256 2021 1 23 1448449 16:15 01723 0 175 000 0 0 262030 0 229 3020 0 23 0427427 16:30 01754 0 179 000 0 0 292570 0 286 1012 0 13 0478478 16:45 01783 0 181 000 0 0 352590 0 294 1018 0 19 0494494 Total 0 692 12 0 704 0 0 0 0 0 117 948 0 0 1065 7 0 71 1 78 1 1847 1848 17:00 01953 0 198 000 0 0 273540 0 381 6022 0 28 0607607 17:15 02136 0 219 000 0 0 433940 0 437 7016 0 23 0679679 17:30 01787 0 185 000 0 0 494160 0 465 2025 0 27 0677677 17:45 01673 0 170 000 0 0 384130 0 451 1030 0 31 0652652 Total 0 753 19 0 772 0 0 0 0 0 157 1577 0 0 1734 16 0 93 0 109 0 2615 2615 Grand Total 0438653 0 4439 000 0 0 37233270 0 3699 640520 4 584 487228726 Apprch %098.81.2 000 10.189.90 11089 Total %050.30.6 50.9 000 0 4.338.10 42.4 0.706 6.7 0100 Dougherty Road Southbound Westbound Dougherty Road Northbound Willow Creek Drive Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 07:30 0372 4 376 000 0 4 108 0112 15 06277 565 07:45 03861387 000 0 121000112 405862 561 08:00 0 466 4 470 000 0 101040114 50 7580 664 08:15 04291430 000 0 20 1020 122 504045 597 Total Volume 0 1653 10 1663 0 0 0 0 46 414 0 460 29 0 235 264 2387J - 112 % App. Total 0 99.4 0.6 0 0 0 10 90 0 11 0 89 PHF .000 .887 .625 .885 .000 .000 .000 .000 .575 .958 .000 .943 .483 .000 .783 .825 .899 Dougherty Road W i l l o w C r e e k D r i v e Dougherty Road Right10 Thru1653 Left0 InOut Total443 1663 2106 Ri g h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left46 Thru414 Right0 Out TotalIn1888 460 2348 Le f t 29 Th r u 0 Ri g h t 23 5 To t a l Ou t In 56 26 4 32 0 Peak Hour Begins at 07:30 Unshifted Peak Hour Data North Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17:00 17:00 01953198 000 0 273540381 602228 607 17:15 0 213 6 219 000 0 433940437 7 01623 679 17:30 0178 7 185 000 0 49416 0 465 202527 677 17:45 01673170 000 0 384130451 10 3031 652 Total Volume 0 753 19 772 0 0 0 0 157 1577 0 1734 16 0 93 109 2615 % App. Total 0 97.5 2.5 0 0 0 9.1 90.9 0 14.7 0 85.3 PHF .000 .884 .679 .881 .000 .000 .000 .000 .801 .948 .000 .932 .571 .000 .775 .879 .963 J - 113 All Traffic Data (916) 771-8700 File Name: 12-7056-006 Dougherty-Willow Creek Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road W i l l o w C r e e k D r i v e Dougherty Road Right19 Thru753 Left0 InOut Total1593 772 2365 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left157 Thru1577 Right0 Out TotalIn846 1734 2580 Le f t 16 Th r u 0 Ri g h t 93 To t a l Ou t In 17 6 10 9 28 5 Peak Hour Begins at 17:00 Unshifted Peak Hour Data North J - 114 All Traffic Data (916) 771-8700 File Name: 12-7056-007 Dougherty-Fall Creek Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Bank 1 Dougherty Road Southbound Westbound Dougherty Road Northbound Fall Creek Road Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 16:00 000 0 000 0 000 0 100 1 1 Total 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 17:00 000 0 000 0 000 0 100 1 1 Total 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 Grand Total 000 0 000 0 000 0 200 2 2 Apprch %000 000 000 10000 Total %000 0 000 0 000 0 10000100 Dougherty Road Southbound Westbound Dougherty Road Northbound Fall Creek Road Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 07:00 000 0 000 0 000 0 000 0 0 07:15 000 0 000 0 000 0 000 0 0 07:30 000 0 000 0 000 0 000 0 0 07:45 000 0 000 0 000 0 000 0 0 Total Volume 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 % App. Total 0 0 0 0 0 0 0 0 0 0 0 0 PHF .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 J - 115 All Traffic Data (916) 771-8700 File Name: 12-7056-007 Dougherty-Fall Creek Site Code: 00000000 Start Date: 2/16/2012 Page No: 2 City of Dublin Bicycles on Bank 1 Dougherty Road F a l l C r e e k R o a d Dougherty Road Right0 Thru0 Left0 InOut Total0 0 0 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left0 Thru0 Right0 Out TotalIn0 0 0 Le f t 0 Th r u 0 Ri g h t 0 To t a l Ou t In 0 0 0 Peak Hour Begins at 07:00 Bank 1 Peak Hour Data North J - 116 All Traffic Data (916) 771-8700 File Name: 12-7056-007 Dougherty-Fall Creek Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road Southbound Westbound Dougherty Road Northbound Fall Creek Road Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:00 16:00 000 0 000 0 000 0 1 00 1 1 16:15 000 0 000 0 000 0 000 0 0 16:30 000 0 000 0 000 0 000 0 0 16:45 000 0 000 0 000 0 000 0 0 Total Volume 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 % App. Total 0 0 0 0 0 0 0 0 0 100 0 0 PHF .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .000 .250 .000 .000 .250 .250 J - 117 All Traffic Data (916) 771-8700 File Name: 12-7056-007 Dougherty-Fall Creek Site Code: 00000000 Start Date: 2/16/2012 Page No: 4 City of Dublin Bicycles on Bank 1 Dougherty Road F a l l C r e e k R o a d Dougherty Road Right0 Thru0 Left0 InOut Total1 0 1 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left0 Thru0 Right0 Out TotalIn0 0 0 Le f t 1 Th r u 0 Ri g h t 0 To t a l Ou t In 0 1 1 Peak Hour Begins at 16:00 Bank 1 Peak Hour Data North J - 118 All Traffic Data (916) 771-8700 File Name: 12-7056-007 Dougherty-Fall Creek Site Code: 00000000 Start Date: 2/16/2012 Page No: 1 City of Dublin Bicycles on Bank 1 Groups Printed- Unshifted Dougherty Road Southbound Westbound Dougherty Road Northbound Fall Creek Road Eastbound Start Time Left Thr Rig Ped App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Exclu. Total Inclu. Total Int. Total 07:00 02700 0 270 000 0 0 2810 0 83 402 0 6 0359359 07:15 03280 0 328 000 0 0 1900 0 91 108 0 9 0428428 07:30 03791 0 380 000 0 0 31110 0 114 308 0 11 0505505 07:45 03721 0 373 000 0 0 21190 0 121 007 0 7 0501501 Total 0 1349 2 0 1351 0 0 0 0 0 8 401 0 0 409 8 0 25 0 33 0 1793 1793 08:00 04791 0 480 000 0 0 21130 0 115 307 0 10 0605605 08:15 03870 0 387 000 0 0 4970 0 101 308 1 11 1499500 08:30 03563 0 359 000 0 0 61120 0 118 106 2 7 2484486 08:45 03272 0 329 000 0 0 31030 0 106 3010 1 13 1448449 Total 0 1549 6 0 1555 0 0 0 0 0 15 425 0 0 440 10 0 31 4 41 4 2036 2040 16:00 01620 0 162 000 0 0 82190 0 227 104 2 5 2394396 16:15 01762 0 178 000 0 0 52020 0 207 104 0 5 0390390 16:30 01840 0 184 000 0 0 112560 0 267 102 0 3 0454454 16:45 01861 0 187 000 0 0 92460 0 255 303 0 6 0448448 Total 0 708 3 0 711 0 0 0 0 0 33 923 0 0 956 6 0 13 2 19 2 1686 1688 17:00 01861 0 187 000 0 0 63340 0 340 003 0 3 0530530 17:15 02136 0 219 000 0 0 94020 0 411 002 0 2 0632632 17:30 01822 0 184 000 0 0 93990 0 408 106 0 7 0599599 17:45 01646 0 170 000 0 0 84180 0 426 202 0 4 0600600 Total 0 745 15 0 760 0 0 0 0 0 32 1553 0 0 1585 3 0 13 0 16 0 2361 2361 Grand Total 0435126 0 4377 000 0 0 8833020 0 3390 27082 6 109 678767882 Apprch %099.40.6 000 2.697.40 24.8075.2 Total %055.20.3 55.6 000 0 1.141.90 43 0.301 1.4 0.199.9 Dougherty Road Southbound Westbound Dougherty Road Northbound Fall Creek Road Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 07:30 0379 1 380 000 0 31110114 3 0 811 505 07:45 03721373 000 0 2 119 0 121 007 7 501 08:00 0 479 1 480 000 0 21130115 30710 605 08:15 03870387 000 0 4 970101 30811 499 Total Volume 0 1617 3 1620 0 0 0 0 11 440 0 451 9 0 30 39 2110J - 119 % App. Total 0 99.8 0.2 0 0 0 2.4 97.6 0 23.1 0 76.9 PHF .000 .844 .750 .844 .000 .000 .000 .000 .688 .924 .000 .932 .750 .000 .938 .886 .872 Dougherty Road F a l l C r e e k R o a d Dougherty Road Right3 Thru1617 Left0 InOut Total449 1620 2069 Ri g h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left11 Thru440 Right0 Out TotalIn1647 451 2098 Le f t 9 Th r u 0 Ri g h t 30 To t a l Ou t In 14 39 53 Peak Hour Begins at 07:30 Unshifted Peak Hour Data North Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17:00 17:00 01861187 000 0 63340340 003 3 530 17:15 0 2136219 000 0 9 4020411 002 2 632 17:30 01822184 000 0 93990408 10 6 7 599 17:45 01646170 000 0 8 418 0 426 2 02 4 600 Total Volume 0 745 15 760 0 0 0 0 32 1553 0 1585 3 0 13 16 2361 % App. Total 0 98 2 0 0 0 2 98 0 18.8 0 81.2 PHF .000 .874 .625 .868 .000 .000 .000 .000 .889 .929 .000 .930 .375 .000 .542 .571 .934 J - 120 All Traffic Data (916) 771-8700 File Name: 12-7056-007 Dougherty-Fall Creek Site Code: 00000000 Start Date: 2/16/2012 Page No: 3 City of Dublin Bicycles on Bank 1 Dougherty Road F a l l C r e e k R o a d Dougherty Road Right15 Thru745 Left0 InOut Total1556 760 2316 Rig h t 0 Th r u 0 Le f t 0 Ou t To t a l In 0 0 0 Left32 Thru1553 Right0 Out TotalIn758 1585 2343 Le f t 3 Th r u 0 Ri g h t 13 To t a l Ou t In 47 16 63 Peak Hour Begins at 17:00 Unshifted Peak Hour Data North J - 121 Prepared by NDS/ATD Volumes for: Wednesday, February 15, 2012 City:Dublin Project #:12-7057-001 Location:Dougherty Road between 8th Street and Ventura Drive. Start TimeMorningAfternoonMorningAfternoonMorningAfternoonMorningAfternoonMorningAfternoon 12:00 78141 15156 12:15 66156 12191 12:30 45180 22185 12:45 4219023166721185707173011384 1:00 33163 15204 1:15 32152 19166 1:30 22168 12184 1:45 241601116438170547241651367 2:00 11164 9200 2:15 8167 8183 2:30 9155 7155 2:45 821636702816832706681408 3:00 4256 5214 3:15 8226 6283 3:30 5247 8240 3:45 926126990421023947491937 4:00 5263 11226 4:15 6268 12226 4:30 9284 22242 4:45 832428113935225809191082058 5:00 12364 38223 5:15 11463 58218 5:30 12534 71223 5:45 22496571857822202498843062741 6:00 35466 128257 6:15 44461 151208 6:30 53481 225198 6:45 8140821318162691897738529862668 7:00 106405 357174 7:15 152358 356184 7:30 188372 449141 7:45 1833396291474489111165161022802084 8:00 158304 476117 8:15 148270 49681 8:30 151238 429100 8:45 138186595998385108178640623811404 9:00 123185 38787 9:15 121173 42082 9:30 125164 372710 9:45 1281544976762944714732871970963 10:00 78115 25851 10:15 103137 21646 10:30 102114 17343 10:45 12086403452215428621821265634 11:00 14578 22926 11:15 13662 16029 11:30 11454 17625 11:45 1625255724618417749971306343 Total33831166033831166078027331780273311118518991 Combined Total AM Peak7:15 AM 7:30 AM Vol.681 1910 P.H.F.0.906 0.963 PM Peak 5:15 PM 3:15 PM Vol.1959 959 P.H.F.0.931 0.847 Percentage22.5%77.5%51.6%48.4% Combined TotalsNorthboundHour Totals Southbound Hour Totals 3017615043150431513315133 J - 122 Prepared by NDS/ATD Volumes for: Thursday, February 16, 2012 City:Dublin Project #:12-7057-001 Location:Dougherty Road between 8th Street and Ventura Drive. Start TimeMorningAfternoonMorningAfternoonMorningAfternoonMorningAfternoonMorningAfternoon 12:00 40162 11185 12:15 40150 12179 12:30 20186 14209 12:45 201631206618194457671651428 1:00 23174 8171 1:15 14133 13181 1:30 11173 4144 1:45 1218960669618331679911348 2:00 9199 4199 2:15 7186 2166 2:30 10221 4131 2:45 1125537861915219648561509 3:00 4280 7209 3:15 4239 3250 3:30 6204 5247 3:45 4223189461122726933441879 4:00 4261 12223 4:15 12268 16208 4:30 8284 19230 4:45 632530113833226808871102025 5:00 12392 41236 5:15 8475 50244 5:30 16516 77231 5:45 18531541914872212559323092846 6:00 20497 123205 6:15 23528 180241 6:30 47428 220241 6:45 8743217718852871848108719872756 7:00 107392 347229 7:15 117370 362174 7:30 168359 441143 7:45 2153276071448482129163267522392123 8:00 173289 528126 8:15 163257 553115 8:30 148296 442101 8:45 129203613104537194189443625071481 9:00 126236 349100 9:15 135216 33388 9:30 130194 310770 9:45 8815147979730364129532917741126 10:00 90139 26566 10:15 104133 21954 10:30 87142 21049 10:45 132101413515188498822181295733 11:00 12372 21638 11:15 10759 15836 11:30 12963 15525 11:45 12049479243187187161171195360 Total30871212230871212276857492768574921077219614 Combined Total AM Peak7:30 AM 7:45 AM Vol.719 2005 P.H.F.0.836 0.906 PM Peak 5:30 PM 3:15 PM Vol.2072 947 P.H.F.0.961 0.947 Percentage20.3%79.7%50.6%49.4% 3038615209152091517715177 Combined TotalsNorthboundHour Totals Southbound Hour Totals J - 123 EXISTING CONDITIONS J - 124 HCM Unsignalized Intersection Capacity Analysis Existing 1: Fall Creek Road & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 1 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)9301146216403 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.930.930.890.89 Hourly flow rate (vph)10331249718433 Pedestrians1 Lane Width (ft)12.0 Walking Speed (ft/s)4.0 Percent Blockage 0 Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume21179241847 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol21179241847 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %778896 cM capacity (veh/h)42271324 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 42122482481228618 Volume Left 1012 0000 Volume Right 33 00003 cSH 1203241700170017001700 Volume to Capacity0.350.040.150.150.720.36 Queue Length 95th (ft)36 30000 Control Delay (s)50.816.50.00.00.00.0 Lane LOSFC Approach Delay (s)50.80.4 0.0 Approach LOS F Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 55.4%ICU Level of Service B Analysis Period (min)15 J - 125 Queues Existing 2: Willow Creek Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 2 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)35287494721876 v/c Ratio 0.190.680.280.180.83 Control Delay 30.513.433.52.916.3 Queue Delay 0.00.00.00.00.0 Total Delay 30.513.433.52.916.3 Queue Length 50th (ft)1401919300 Queue Length 95th (ft)35465245#612 Internal Link Dist (ft)585 5201720 Turn Bay Length (ft)50 165 Base Capacity (vph)68377868334812255 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.050.370.070.140.83 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 126 HCM Signalized Intersection Capacity Analysis Existing 2: Willow Creek Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 3 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)2923546444166010 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.54.54.55.55.5 Lane Util. Factor1.001.001.000.950.95 Frpb, ped/bikes 1.000.981.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.001.00 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701554177035393536 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701554177035393536 Peak-hour factor, PHF0.820.820.940.940.890.89 Adj. Flow (vph)3528749472186511 RTOR Reduction (vph)0258 0000 Lane Group Flow (vph)35294947218760 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)3 Turn Type PermProt Protected Phases 4 162 Permitted Phases 4 Actuated Green, G (s)6.76.74.149.841.2 Effective Green, g (s)6.76.74.149.841.2 Actuated g/C Ratio0.100.100.060.750.62 Clearance Time (s)4.54.54.55.55.5 Vehicle Extension (s)2.02.02.03.03.0 Lane Grp Cap (vph)17815710926502191 v/s Ratio Prot c0.02c0.030.13c0.53 v/s Ratio Perm 0.02 v/c Ratio 0.200.180.450.180.86 Uniform Delay, d1 27.427.430.12.410.2 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.20.21.10.03.5 Delay (s)27.627.631.22.513.8 Level of Service CCCAB Approach Delay (s)27.6 5.213.8 Approach LOS C AB Intersection Summary HCM Average Control Delay 13.8HCM Level of Service B HCM Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 66.5Sum of lost time (s)14.5 Intersection Capacity Utilization 69.1%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group J - 127 HCM Unsignalized Intersection Capacity Analysis Existing 3: Wildwood Road & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 4 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)6369484183659 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.880.880.940.940.890.89 Hourly flow rate (vph)74110515206366 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)600 pX, platoon unblocked0.490.490.49 vC, conflicting volume237310652129 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol172201226 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %829297 cM capacity (veh/h)38532277 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 48102572571375754 Volume Left 710 0000 Volume Right 41 000066 cSH 1862771700170017001700 Volume to Capacity0.260.030.150.150.810.44 Queue Length 95th (ft)24 30000 Control Delay (s)30.918.50.00.00.00.0 Lane LOSDC Approach Delay (s)30.90.3 0.0 Approach LOS D Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 62.6%ICU Level of Service B Analysis Period (min)15 J - 128 Queues Existing 4: Amador Valley Boulevard & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 5 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)974454775222103 v/c Ratio 0.490.921.080.181.09 Control Delay 66.839.7114.93.181.3 Queue Delay 0.00.00.00.00.0 Total Delay 66.839.7114.93.181.3 Queue Length 50th (ft)8696~49543~1160 Queue Length 95th (ft)144#242#60863#1377 Internal Link Dist (ft)1629 29701630 Turn Bay Length (ft)235 Base Capacity (vph)29955444329291927 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.320.801.080.181.09 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 129 HCM Signalized Intersection Capacity Analysis Existing 4: Amador Valley Boulevard & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 6 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)863963724071654218 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.03.54.54.5 Lane Util. Factor1.001.001.000.950.95 Frpb, ped/bikes 1.001.001.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.000.98 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701583177035393471 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701583177035393471 Peak-hour factor, PHF0.890.890.780.780.890.89 Adj. Flow (vph)974454775221858245 RTOR Reduction (vph)0306 0060 Lane Group Flow (vph)9713947752220970 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)4 Turn Type PermProt Protected Phases 4 526 Permitted Phases 4 Actuated Green, G (s)16.016.035.6117.878.7 Effective Green, g (s)16.016.035.6117.878.7 Actuated g/C Ratio0.110.110.250.830.55 Clearance Time (s)4.04.03.54.54.5 Vehicle Extension (s)1.81.82.04.04.0 Lane Grp Cap (vph)19917844329301920 v/s Ratio Prot 0.05c0.270.15c0.60 v/s Ratio Permc0.09 v/c Ratio 0.490.781.080.181.09 Uniform Delay, d1 59.361.453.42.531.8 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.717.664.90.050.5 Delay (s)60.079.1118.22.582.3 Level of Service EEFAF Approach Delay (s)75.6 57.882.3 Approach LOSEEF Intersection Summary HCM Average Control Delay 74.6HCM Level of Service E HCM Volume to Capacity ratio 1.05 Actuated Cycle Length (s) 142.3Sum of lost time (s)12.0 Intersection Capacity Utilization 88.5%ICU Level of Service E Analysis Period (min)15 c Critical Lane Group J - 130 Queues Existing 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 7 Lane GroupEBTWBLWBTNBLNBTNBRSBLSBTSBR Lane Group Flow (vph)12550151492371023108 v/c Ratio 0.500.370.030.100.370.010.070.930.01 Control Delay 16.433.10.128.45.03.728.218.64.3 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 16.433.10.128.45.03.728.218.64.3 Queue Length 50th (ft)8160446032491 Queue Length 95th (ft)4633020127417#7236 Internal Link Dist (ft)485 705 220 2970 Turn Bay Length (ft)100 140 155100 250 Base Capacity (vph)104478811695992495111859924911115 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.120.060.010.020.370.010.020.930.01 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 131 HCM Signalized Intersection Capacity Analysis Existing 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 8 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)220803109117486920107 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.5 4.54.5 4.55.05.04.55.05.0 Lane Util. Factor 1.00 1.001.00 1.000.951.001.000.951.00 Frpb, ped/bikes 0.98 1.000.98 1.001.001.001.001.001.00 Flpb, ped/bikes 1.00 1.001.00 1.001.001.001.001.001.00 Frt 0.89 1.000.85 1.001.000.851.001.000.85 Flt Protected 0.99 0.951.00 0.951.001.000.951.001.00 Satd. Flow (prot)161217701545177035391583177035391583 Flt Permitted 0.92 0.631.00 0.951.001.000.951.001.00 Satd. Flow (perm)150111791545177035391583177035391583 Peak-hour factor, PHF0.820.820.820.620.620.620.810.810.810.870.870.87 Adj. Flow (vph)27098500151492371023108 RTOR Reduction (vph)0880013 0002001 Lane Group Flow (vph)037050201492351023107 Confl. Peds. (#/hr)33 Confl. Bikes (#/hr)7 5 Turn Type Perm Perm ProtPermProtPerm Protected Phases 4 8 52 16 Permitted Phases 4 8 2 6 Actuated Green, G (s)6.7 6.76.7 1.143.343.31.043.243.2 Effective Green, g (s)6.7 6.76.7 1.143.343.31.043.243.2 Actuated g/C Ratio 0.10 0.100.10 0.020.670.670.020.660.66 Clearance Time (s)4.5 4.54.5 4.55.05.04.55.05.0 Vehicle Extension (s)2.0 2.02.0 2.04.04.02.04.04.0 Lane Grp Cap (vph)155 122159 30235810552723521052 v/s Ratio Prot 0.00c0.010.26 0.01c0.65 v/s Ratio Perm 0.02c0.04 0.00 0.00 v/c Ratio 0.24 0.410.01 0.470.390.010.370.980.01 Uniform Delay, d1 26.8 27.326.2 31.74.93.631.710.53.7 Progression Factor 1.00 1.001.00 1.001.001.001.001.001.00 Incremental Delay, d2 0.3 0.80.0 4.10.10.03.114.60.0 Delay (s)27.1 28.126.2 35.85.03.634.825.13.7 Level of Service C CC DAACCA Approach Delay (s)27.1 27.7 5.5 25.0 Approach LOS C C A C Intersection Summary HCM Average Control Delay 19.8HCM Level of Service B HCM Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 65.0Sum of lost time (s)14.0 Intersection Capacity Utilization 76.3%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 132 HCM Unsignalized Intersection Capacity Analysis Existing 10: Turbo Spa Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 9 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)00000007654021174 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)00000008324023014 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)1280 300 pX, platoon unblocked0.350.350.350.350.35 0.35 vC, conflicting volume271931391153198431394182305 836 vC1, stage 1 conf vol23032303 834834 vC2, stage 2 conf vol41683611512305 vCu, unblocked vol22083392013533924181041836 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100100100100100100 100 cM capacity (veh/h)85100384316100584235 794 Direction, Lane #EB 1WB 1NB 1NB 2SB 1SB 2 Volume Total 0041642011511155 Volume Left 000000 Volume Right 000404 cSH1700170023517007941700 Volume to Capacity0.000.000.000.250.000.68 Queue Length 95th (ft)000000 Control Delay (s)0.00.00.00.00.00.0 Lane LOS AA Approach Delay (s)0.00.00.0 0.0 Approach LOS AA Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 62.0%ICU Level of Service B Analysis Period (min)15 J - 133 HCM Unsignalized Intersection Capacity Analysis Existing 11: Performance Auto Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 10 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)001076921170 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)001183623010 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTLTWLTL Median storage veh)22 Upstream signal (ft)1055525 pX, platoon unblocked0.360.360.36 vC, conflicting volume274111512301 vC1, stage 1 conf vol2301 vC2, stage 2 conf vol440 vCu, unblocked vol228501072 tC, single (s)6.86.94.1 tC, 2 stage (s)5.8 tF (s)3.53.32.2 p0 queue free %10010095 cM capacity (veh/h)101393234 Direction, Lane #EB 1NB 1NB 2SB 1SB 2 Volume Total 02895571534767 Volume Left011000 Volume Right 00000 cSH1700234170017001700 Volume to Capacity0.000.050.330.900.45 Queue Length 95th (ft)04000 Control Delay (s)0.01.90.00.00.0 Lane LOS AA Approach Delay (s)0.00.7 0.0 Approach LOS A Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 61.9%ICU Level of Service B Analysis Period (min)15 J - 134 HCM Unsignalized Intersection Capacity Analysis Existing 12: European Auto Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 11 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)20779802117 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)20847902301 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)925 655 pX, platoon unblocked0.380.98 0.98 vC, conflicting volume2002428 855 vC1, stage 1 conf vol851 vC2, stage 2 conf vol1151 vCu, unblocked vol122379815 tC, single (s)6.86.9 4.1 tC, 2 stage (s)5.8 tF (s)3.53.3 2.2 p0 queue free %99100 100 cM capacity (veh/h)353607 793 Direction, Lane #WB 1NB 1NB 2SB 1SB 2 Volume Total 25642917671534 Volume Left 20000 Volume Right 00900 cSH353170017007931700 Volume to Capacity0.010.330.170.000.90 Queue Length 95th (ft)00000 Control Delay (s)15.20.00.00.00.0 Lane LOSC Approach Delay (s)15.20.0 0.0 Approach LOS C Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 68.5%ICU Level of Service C Analysis Period (min)15 J - 135 HCM Unsignalized Intersection Capacity Analysis Existing 14: Castle Plastics Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 12 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)00230014677310421150 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)00233015784011422990 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)750 830 pX, platoon unblocked0.370.370.370.370.37 0.37 vC, conflicting volume261631721149201431612802299 851 vC1, stage 1 conf vol23082308 853853 vC2, stage 2 conf vol30886411602308 vCu, unblocked vol19683462034934322801116851 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %10010099891009897 99 cM capacity (veh/h)779340328488717231 783 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2 Volume Total 2481753363361111541149 Volume Left033 700040 Volume Right 2150001100 cSH 4033522311700170017007831700 Volume to Capacity0.010.140.030.200.200.010.010.68 Queue Length 95th (ft)012 200000 Control Delay (s)14.016.81.40.00.00.00.20.0 Lane LOSBCAA Approach Delay (s)14.016.80.3 0.1 Approach LOS BC Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 77.1%ICU Level of Service D Analysis Period (min)15 J - 136 HCM Unsignalized Intersection Capacity Analysis Existing 15: Dublin Self Storage Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 13 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)22078721452 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)22085523322 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTLTWLTL Median storage veh)22 Upstream signal (ft)610970 pX, platoon unblocked0.380.380.38 vC, conflicting volume261811672334 vC1, stage 1 conf vol2333 vC2, stage 2 conf vol285 vCu, unblocked vol198501231 tC, single (s)6.86.94.1 tC, 2 stage (s)5.8 tF (s)3.53.32.2 p0 queue free %9899100 cM capacity (veh/h)87409212 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 41713423421554779 Volume Left 200000 Volume Right 200002 cSH1442121700170017001700 Volume to Capacity0.030.000.200.200.910.46 Queue Length 95th (ft)200000 Control Delay (s)30.80.00.00.00.00.0 Lane LOSD Approach Delay (s)30.80.0 0.0 Approach LOS D Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 69.4%ICU Level of Service C Analysis Period (min)15 J - 137 HCM Unsignalized Intersection Capacity Analysis Existing 16: Denica's Cafe Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 14 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)1014201510781195212814 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.750.750.750.650.650.650.830.830.830.940.940.94 Hourly flow rate (vph)1019312812941235226415 Pedestrians 1 1 Lane Width (ft)12.0 12.0 Walking Speed (ft/s)4.0 4.0 Percent Blockage 0 0 Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)400 1180 pX, platoon unblocked0.400.400.390.400.400.980.39 0.98 vC, conflicting volume262932721140213932683262280 965 vC1, stage 1 conf vol22832283 978978 vC2, stage 2 conf vol34698911612290 vCu, unblocked vol17423352051333422331145886 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %981009688989995 99 cM capacity (veh/h)789542125283752235 743 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 204024747025811371147 Volume Left 13112 0050 Volume Right 1980023015 cSH 326265235170017007431700 Volume to Capacity0.060.150.050.280.150.010.67 Queue Length 95th (ft)513 40010 Control Delay (s)16.821.02.20.00.00.30.0 Lane LOSCCAA Approach Delay (s)16.821.00.6 0.1 Approach LOS CC Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 77.5%ICU Level of Service D Analysis Period (min)15 J - 138 HCM Unsignalized Intersection Capacity Analysis Existing 18: Quality Tune Up Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 15 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)00810222160 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)00880222348 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)180 pX, platoon unblocked0.970.97 0.97 vC, conflicting volume2060295 883 vC1, stage 1 conf vol882 vC2, stage 2 conf vol1178 vCu, unblocked vol1978154762 tC, single (s)6.86.9 4.1 tC, 2 stage (s)5.8 tF (s)3.53.3 2.2 p0 queue free %100100 100 cM capacity (veh/h)214836 819 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 03523521787851565 Volume Left 000020 Volume Right 000200 cSH17001700170017008191700 Volume to Capacity0.000.210.210.100.000.92 Queue Length 95th (ft)000000 Control Delay (s)0.00.00.00.00.10.0 Lane LOS A A Approach Delay (s)0.00.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 64.4%ICU Level of Service C Analysis Period (min)15 J - 139 HCM Unsignalized Intersection Capacity Analysis Existing 20: Mini Mart Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 16 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)0020 002281020215010 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)0022 002288020233711 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None TWLTL Median storage veh)2 Upstream signal (ft)80 pX, platoon unblocked0.960.96 0.960.960.96 0.96 vC, conflicting volume264232291174207632342952348 883 vC1, stage 1 conf vol23422342 886886 vC2, stage 2 conf vol30088711902348 vCu, unblocked vol257231811174198431861352348746 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %1001008810010010099 100 cM capacity (veh/h)366618515364856206 827 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 2222224402221558790 Volume Left 0020000 Volume Right 22 2002011 cSH 1858562061700170017001700 Volume to Capacity0.120.000.010.260.130.920.46 Queue Length 95th (ft)10 010000 Control Delay (s)27.19.20.50.00.00.00.0 Lane LOSDAA Approach Delay (s)27.19.20.1 0.0 Approach LOS DA Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 69.7%ICU Level of Service C Analysis Period (min)15 J - 140 Queues Existing 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 17 Lane GroupEBLEBTEBRWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)2744118616595492300 v/c Ratio 0.360.040.330.250.071.280.250.140.65 Control Delay 70.856.823.966.237.8218.82.064.07.9 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 70.856.823.966.237.8218.82.064.07.9 Queue Length 50th (ft)2230151~176307280 Queue Length 95th (ft)5415373513#2887827366 Internal Link Dist (ft)335 229 570 1 Turn Bay Length (ft)75 7530 150 65 Base Capacity (vph)34445841334039412938932633544 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.080.010.100.050.021.280.250.030.65 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 141 HCM Signalized Intersection Capacity Analysis Existing 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 18 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)254381414137785782040122 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)3.53.53.54.04.0 3.55.0 3.55.0 Lane Util. Factor 1.001.001.001.001.00 1.000.91 1.000.91 Frpb, ped/bikes 1.001.000.981.000.99 1.001.00 1.001.00 Flpb, ped/bikes 1.001.001.001.001.00 1.001.00 1.001.00 Frt 1.001.000.851.000.88 1.001.00 1.000.99 Flt Protected 0.951.001.000.951.00 0.951.00 0.951.00 Satd. Flow (prot)158916761403158714491593441815934531 Flt Permitted 0.751.001.000.761.00 0.951.00 0.951.00 Satd. Flow (perm)126016761403126214491593441815934531 Peak-hour factor, PHF0.930.930.930.790.790.790.830.830.840.940.940.94 Adj. Flow (vph)274411815165946892170130 RTOR Reduction (vph)0039 050000020 Lane Group Flow (vph)274218101659540922980 Confl. Peds. (#/hr)23323223 Parking (#/hr)0 Turn Type PermPermPerm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 48 Actuated Green, G (s)6.76.76.76.26.2 10.5109.9 1.4100.8 Effective Green, g (s)6.76.76.76.26.2 10.5109.9 1.4100.8 Actuated g/C Ratio0.050.050.050.050.05 0.080.85 0.010.78 Clearance Time (s)3.53.53.54.04.0 3.55.0 3.55.0 Vehicle Extension (s)2.02.02.02.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)6586726069 1293735 173513 v/s Ratio Prot 0.00 0.00c0.100.22 0.01c0.51 v/s Ratio Perm c0.02 0.000.01 v/c Ratio 0.420.050.030.300.02 1.280.26 0.530.65 Uniform Delay, d1 59.858.658.659.859.0 59.82.0 64.06.7 Progression Factor1.001.001.001.001.00 1.001.00 1.001.00 Incremental Delay, d21.60.10.11.00.0172.20.2 13.01.0 Delay (s)61.358.758.660.859.0232.02.1 77.07.6 Level of Service EEEEEFAEA Approach Delay (s)59.6 60.4 36.0 7.9 Approach LOS E E D A Intersection Summary HCM Average Control Delay 18.2HCM Level of Service B HCM Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 130.0Sum of lost time (s)12.0 Intersection Capacity Utilization 76.2%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 142 HCM Unsignalized Intersection Capacity Analysis Existing 1: Fall Creek Road & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 1 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)31332164576915 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.570.570.930.930.870.87 Hourly flow rate (vph)52334176988417 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume1846451901 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol1846451901 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %929695 cM capacity (veh/h)63556750 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 2834884884589312 Volume Left 534 0000 Volume Right 23 000017 cSH 2267501700170017001700 Volume to Capacity0.120.050.520.520.350.18 Queue Length 95th (ft)10 40000 Control Delay (s)23.210.00.00.00.00.0 Lane LOSCB Approach Delay (s)23.20.2 0.0 Approach LOS C Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 55.5%ICU Level of Service B Analysis Period (min)15 J - 143 Queues Existing 2: Willow Creek Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 2 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)181061691786889 v/c Ratio 0.100.400.470.660.56 Control Delay 27.312.025.25.613.8 Queue Delay 0.00.00.00.00.0 Total Delay 27.312.025.25.613.8 Queue Length 50th (ft)5044120105 Queue Length 95th (ft)2540122229197 Internal Link Dist (ft)585 5201720 Turn Bay Length (ft)50 165 Base Capacity (vph)83480283435392747 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.020.130.200.500.32 Intersection Summary J - 144 HCM Signalized Intersection Capacity Analysis Existing 2: Willow Creek Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 3 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)1693157166176319 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.54.54.55.55.5 Lane Util. Factor1.001.001.000.950.95 Frt 1.000.851.001.001.00 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701583177035393526 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701583177035393526 Peak-hour factor, PHF0.880.880.930.930.880.88 Adj. Flow (vph)18106169178686722 RTOR Reduction (vph)097 0020 Lane Group Flow (vph)18916917868870 Turn Type PermProt Protected Phases 4 162 Permitted Phases 4 Actuated Green, G (s)4.64.611.140.324.7 Effective Green, g (s)4.64.611.140.324.7 Actuated g/C Ratio0.080.080.200.730.45 Clearance Time (s)4.54.54.55.55.5 Vehicle Extension (s)2.02.02.03.03.0 Lane Grp Cap (vph)14813335825981586 v/s Ratio Prot c0.01 0.10c0.500.25 v/s Ratio Perm 0.01 v/c Ratio 0.120.070.470.690.56 Uniform Delay, d1 23.323.219.33.911.1 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.10.10.40.80.4 Delay (s)23.423.219.74.711.5 Level of Service CCBAB Approach Delay (s)23.3 6.011.5 Approach LOS C AB Intersection Summary HCM Average Control Delay 8.4HCM Level of Service A HCM Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 54.9Sum of lost time (s)10.0 Intersection Capacity Utilization 57.6%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group J - 145 HCM Unsignalized Intersection Capacity Analysis Existing 3: Wildwood Road & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 4 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)693618128479 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.620.620.920.920.930.93 Hourly flow rate (vph)101539197091110 Pedestrians2 Lane Width (ft)12.0 Walking Speed (ft/s)4.0 Percent Blockage 0 Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)600 pX, platoon unblocked0.830.830.83 vC, conflicting volume1981462922 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol17780509 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %839896 cM capacity (veh/h)59903876 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 2439985985607313 Volume Left 1039 0000 Volume Right 15 000010 cSH 1338761700170017001700 Volume to Capacity0.180.040.580.580.360.18 Queue Length 95th (ft)16 40000 Control Delay (s)37.99.30.00.00.00.0 Lane LOSEA Approach Delay (s)37.90.2 0.0 Approach LOS E Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 60.1%ICU Level of Service B Analysis Period (min)15 J - 146 Queues Existing 4: Amador Valley Boulevard & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 5 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)3292845291721951 v/c Ratio 0.870.510.900.690.81 Control Delay 65.98.254.110.637.9 Queue Delay 0.00.00.00.00.0 Total Delay 65.98.254.110.637.9 Queue Length 50th (ft)2360361324323 Queue Length 95th (ft)#41573#552383411 Internal Link Dist (ft)1629 29701630 Turn Bay Length (ft)235 Base Capacity (vph)41958770828591385 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.790.480.750.600.69 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 147 HCM Signalized Intersection Capacity Analysis Existing 4: Amador Valley Boulevard & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 6 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)3162734711532685171 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.03.54.54.5 Lane Util. Factor1.001.001.000.950.95 Frpb, ped/bikes 1.000.991.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.000.97 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701562177035393422 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701562177035393422 Peak-hour factor, PHF0.960.960.890.890.900.90 Adj. Flow (vph)3292845291721761190 RTOR Reduction (vph)022300190 Lane Group Flow (vph)3296152917219320 Confl. Peds. (#/hr)1133 Confl. Bikes (#/hr)2 Turn Type PermProt Protected Phases 4 526 Permitted Phases 4 Actuated Green, G (s)22.222.234.673.335.2 Effective Green, g (s)22.222.234.673.335.2 Actuated g/C Ratio0.210.210.330.700.34 Clearance Time (s)4.04.03.54.54.5 Vehicle Extension (s)1.81.82.04.04.0 Lane Grp Cap (vph)37833358924941158 v/s Ratio Prot c0.19c0.300.49c0.27 v/s Ratio Perm 0.04 v/c Ratio 0.870.180.900.690.80 Uniform Delay, d1 39.533.533.08.831.3 Progression Factor1.001.001.001.001.00 Incremental Delay, d218.60.116.00.94.4 Delay (s)58.133.649.09.735.7 Level of Service ECDAD Approach Delay (s)46.7 19.035.7 Approach LOSDBD Intersection Summary HCM Average Control Delay 27.6HCM Level of Service C HCM Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 104.0Sum of lost time (s)12.0 Intersection Capacity Utilization 78.6%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 148 Queues Existing 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 7 Lane GroupEBTWBLWBTNBLNBTNBRSBLSBTSBR Lane Group Flow (vph)5126681221210797721 v/c Ratio 0.280.140.010.360.770.010.050.420.02 Control Delay 15.626.50.028.210.23.727.08.43.8 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 15.626.50.028.210.23.727.08.43.8 Queue Length 50th (ft)3802418012980 Queue Length 95th (ft)2923067#6686141769 Internal Link Dist (ft)485 705 220 2970 Turn Bay Length (ft)100 140 155100 250 Base Capacity (vph)1068128411816182865125061826711165 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.050.020.010.130.770.010.010.370.02 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 149 HCM Signalized Intersection Capacity Analysis Existing 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 8 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)803618047319919791820 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.5 4.54.5 4.55.05.04.55.05.0 Lane Util. Factor 1.00 1.001.00 1.000.951.001.000.951.00 Frpb, ped/bikes 0.97 1.000.96 1.001.000.981.001.000.97 Flpb, ped/bikes 1.00 1.001.00 1.001.001.001.001.001.00 Frt 0.89 1.000.85 1.001.000.851.001.000.85 Flt Protected 0.99 0.951.00 0.951.001.000.951.001.00 Satd. Flow (prot)159317701517177035391548177035391544 Flt Permitted 0.94 1.001.00 0.951.001.000.951.001.00 Satd. Flow (perm)150518631517177035391548177035391544 Peak-hour factor, PHF0.850.850.850.690.690.690.900.900.900.940.940.94 Adj. Flow (vph)9042260681221210797721 RTOR Reduction (vph)040 0060001008 Lane Group Flow (vph)011026008122129797713 Confl. Peds. (#/hr)772112 Confl. Bikes (#/hr)6712 Turn Type Perm Perm ProtPermProtPerm Protected Phases 4 8 52 16 Permitted Phases 4 8 2 6 Actuated Green, G (s)3.8 3.83.8 6.545.845.81.040.340.3 Effective Green, g (s)3.8 3.83.8 6.545.845.81.040.340.3 Actuated g/C Ratio 0.06 0.060.06 0.100.710.710.020.620.62 Clearance Time (s)4.5 4.54.5 4.55.05.04.55.05.0 Vehicle Extension (s)2.0 2.02.0 2.04.04.02.04.04.0 Lane Grp Cap (vph)89 11089 17825091097272208963 v/s Ratio Prot 0.00c0.05c0.62 0.000.28 v/s Ratio Perm 0.01c0.01 0.01 0.01 v/c Ratio 0.13 0.240.00 0.460.880.010.260.440.01 Uniform Delay, d1 28.8 29.028.6 27.47.32.831.46.34.6 Progression Factor 1.00 1.001.00 1.001.001.001.001.001.00 Incremental Delay, d2 0.2 0.40.0 0.74.10.01.90.20.0 Delay (s)29.1 29.428.6 28.111.42.833.36.54.6 Level of Service C CC CBACAA Approach Delay (s)29.1 29.3 12.0 6.7 Approach LOS C C B A Intersection Summary HCM Average Control Delay 10.8HCM Level of Service B HCM Volume to Capacity ratio 0.84 Actuated Cycle Length (s) 64.6Sum of lost time (s)14.0 Intersection Capacity Utilization 77.9%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 150 HCM Unsignalized Intersection Capacity Analysis Existing 10: Turbo Spa Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 9 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)00860022073229700 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)009700222532210540 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)1281 300 pX, platoon unblocked0.850.850.850.850.85 0.85 vC, conflicting volume219033185272799331711281054 2255 vC1, stage 1 conf vol1059105922592259 vC2, stage 2 conf vol11312260 5401059 vCu, unblocked vol20523373106276533711128723 2255 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %1001009984100100100 99 cM capacity (veh/h)173707934172198748 224 Direction, Lane #EB 1WB 1NB 1NB 2SB 1SB 2 Volume Total 9711291129529527 Volume Left 072020 Volume Right 900200 cSH7934174817002241700 Volume to Capacity0.010.160.000.660.010.31 Queue Length 95th (ft)113 0010 Control Delay (s)9.6109.60.10.00.40.0 Lane LOS AFA A Approach Delay (s)9.6109.60.1 0.2 Approach LOS AF Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 70.4%ICU Level of Service C Analysis Period (min)15 J - 151 HCM Unsignalized Intersection Capacity Analysis Existing 11: Performance Auto Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 10 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)48820739831 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)499225310681 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTLTWLTL Median storage veh)22 Upstream signal (ft)1056525 pX, platoon unblocked0.860.860.86 vC, conflicting volume22135351070 vC1, stage 1 conf vol1069 vC2, stage 2 conf vol1144 vCu, unblocked vol2080118743 tC, single (s)6.86.94.1 tC, 2 stage (s)5.8 tF (s)3.53.32.2 p0 queue free %989999 cM capacity (veh/h)209780736 Direction, Lane #EB 1NB 1NB 2SB 1SB 2 Volume Total 137601502712357 Volume Left 49000 Volume Right 90001 cSH409736170017001700 Volume to Capacity0.030.010.880.420.21 Queue Length 95th (ft)21000 Control Delay (s)14.10.30.00.00.0 Lane LOSBA Approach Delay (s)14.10.1 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 72.9%ICU Level of Service C Analysis Period (min)15 J - 152 HCM Unsignalized Intersection Capacity Analysis Existing 12: European Auto Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 11 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)42207940991 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)422260401077 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)926 655 pX, platoon unblocked0.320.25 0.25 vC, conflicting volume28011132 2264 vC1, stage 1 conf vol2262 vC2, stage 2 conf vol539 vCu, unblocked vol34400 tC, single (s)6.86.9 4.1 tC, 2 stage (s)5.8 tF (s)3.53.3 2.2 p0 queue free %9899 100 cM capacity (veh/h)244266 398 Direction, Lane #WB 1NB 1NB 2SB 1SB 2 Volume Total 71507758359718 Volume Left 40000 Volume Right 20400 cSH251170017003981700 Volume to Capacity0.030.890.450.000.42 Queue Length 95th (ft)20000 Control Delay (s)19.70.00.00.00.0 Lane LOSC Approach Delay (s)19.70.0 0.0 Approach LOS C Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 67.6%ICU Level of Service C Analysis Period (min)15 J - 153 HCM Unsignalized Intersection Capacity Analysis Existing 14: Castle Plastics Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 12 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)601040410207328129830 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)7011404112253301310680 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)751 830 pX, platoon unblocked0.880.880.860.880.880.810.86 0.81 vC, conflicting volume18723400534284633707511068 2284 vC1, stage 1 conf vol1095109522752275 vC2, stage 2 conf vol7772305 5711095 vCu, unblocked vol 6962430140180123950759 1771 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %98100999410010099 95 cM capacity (veh/h)2818776168102881731 282 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2 Volume Total 17946290190130547534 Volume Left 7411000130 Volume Right 11 40003000 cSH 4641277311700170017002821700 Volume to Capacity0.040.070.010.530.530.020.050.31 Queue Length 95th (ft)35100040 Control Delay (s)13.135.50.40.00.00.01.60.0 Lane LOSBEAA Approach Delay (s)13.135.50.1 0.8 Approach LOS BE Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 56.9%ICU Level of Service B Analysis Period (min)15 J - 154 HCM Unsignalized Intersection Capacity Analysis Existing 15: Dublin Self Storage Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 13 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)22221099952 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)222229210822 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTLTWLTL Median storage veh)22 Upstream signal (ft)611970 pX, platoon unblocked0.880.870.87 vC, conflicting volume18515421084 vC1, stage 1 conf vol1083 vC2, stage 2 conf vol768 vCu, unblocked vol694175798 tC, single (s)6.86.94.1 tC, 2 stage (s)5.8 tF (s)3.53.32.2 p0 queue free %99100100 cM capacity (veh/h)343729714 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 4461917917721363 Volume Left 220000 Volume Right 200002 cSH4677141700170017001700 Volume to Capacity0.010.000.540.540.420.21 Queue Length 95th (ft)100000 Control Delay (s)12.80.10.00.00.00.0 Lane LOSBA Approach Delay (s)12.80.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 52.1%ICU Level of Service A Analysis Period (min)15 J - 155 HCM Unsignalized Intersection Capacity Analysis Existing 16: Denica's Cafe Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 14 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)180638022920914379846 Sign Control Stop Stop Free Free Grade 0%0%0%0% Peak Hour Factor 0.670.670.670.710.710.710.920.920.920.910.910.91 Hourly flow rate (vph)2709540332227347810817 Pedestrians28 Lane Width (ft)12.0 12.0 Walking Speed (ft/s)4.0 4.0 Percent Blockage 0 1 Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)401 1180 pX, platoon unblocked0.870.870.880.870.870.810.88 0.81 vC, conflicting volume19253493546293234737891090 2328 vC1, stage 1 conf vol1102110223672367 vC2, stage 2 conf vol8232391 5651105 vCu, unblocked vol 8112621218197425980835 1807 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %9010099610010095 97 cM capacity (veh/h)269786925787869700 270 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 36566001136615548547 Volume Left 275432 0080 Volume Right 93004707 cSH31760700170017002701700 Volume to Capacity0.110.950.050.670.360.030.32 Queue Length 95th (ft)9110 40020 Control Delay (s)17.8214.21.20.00.01.00.0 Lane LOSCFAA Approach Delay (s)17.8214.20.3 0.5 Approach LOS CF Intersection Summary Average Delay 4.0 Intersection Capacity Utilization 71.7%ICU Level of Service C Analysis Period (min)15 J - 156 HCM Unsignalized Intersection Capacity Analysis Existing 18: Quality Tune Up Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 15 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)0102153401028 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0112340401117 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)180 pX, platoon unblocked0.810.81 0.81 vC, conflicting volume2901782 2345 vC1, stage 1 conf vol2342 vC2, stage 2 conf vol559 vCu, unblocked vol252201834 tC, single (s)6.86.9 4.1 tC, 2 stage (s)5.8 tF (s)3.53.3 2.2 p0 queue free %10099 100 cM capacity (veh/h)88877 266 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 11936936472372745 Volume Left 000000 Volume Right 11 00400 cSH 8771700170017002661700 Volume to Capacity0.010.550.550.280.000.44 Queue Length 95th (ft)100000 Control Delay (s)9.20.00.00.00.00.0 Lane LOS A Approach Delay (s)9.20.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 51.7%ICU Level of Service A Analysis Period (min)15 J - 157 HCM Unsignalized Intersection Capacity Analysis Existing 20: Mini Mart Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 16 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)6048 000421512010262 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)7052 000423382011152 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None TWLTL Median storage veh)2 Upstream signal (ft)80 pX, platoon unblocked0.810.81 0.810.810.81 0.81 vC, conflicting volume19043465559295834657801117 2340 vC1, stage 1 conf vol1116111623482348 vC2, stage 2 conf vol7882349 6101117 vCu, unblocked vol129232215592594322101117 1831 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %971008910010010099 100 cM capacity (veh/h)213904736090877621 267 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 5905891169587743374 Volume Left 7040000 Volume Right 52 000202 cSH 41617006211700170017001700 Volume to Capacity0.140.000.010.690.350.440.22 Queue Length 95th (ft)12 010000 Control Delay (s)15.10.00.20.00.00.00.0 Lane LOSCAA Approach Delay (s)15.10.00.0 0.0 Approach LOS CA Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 54.3%ICU Level of Service A Analysis Period (min)15 J - 158 Queues Existing 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 17 Lane GroupEBLEBTEBRWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)1234180312072231871135 v/c Ratio 0.720.020.510.190.100.600.570.100.31 Control Delay 76.946.312.051.623.878.76.762.77.3 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 76.946.312.051.623.878.76.762.77.3 Queue Length 50th (ft)10130243602016117 Queue Length 95th (ft)1211119391711042122172 Internal Link Dist (ft)335 229 570 1 Turn Bay Length (ft)75 7530 150 65 Base Capacity (vph)36649454636743514340481433683 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.340.010.330.080.050.500.570.050.31 Intersection Summary J - 159 HCM Signalized Intersection Capacity Analysis Existing 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 18 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)8631262131164206037101453 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)3.53.53.54.04.0 3.55.0 3.55.0 Lane Util. Factor 1.001.001.001.001.00 1.000.91 1.000.91 Frpb, ped/bikes 1.001.000.981.000.99 1.001.00 1.001.00 Flpb, ped/bikes 0.991.001.001.001.00 1.001.00 1.001.00 Frt 1.001.000.851.000.88 1.001.00 1.000.99 Flt Protected 0.951.001.000.951.00 0.951.00 0.951.00 Satd. Flow (prot)176118631558176616171770508417705040 Flt Permitted 0.741.001.000.761.00 0.951.00 0.951.00 Satd. Flow (perm)137918631558140316171770508417705040 Peak-hour factor, PHF0.700.700.700.670.670.670.890.890.890.940.940.94 Adj. Flow (vph)12341803141672231537107956 RTOR Reduction (vph)00158014 0000030 Lane Group Flow (vph)12342231607223180711320 Confl. Peds. (#/hr)42245335 Confl. Bikes (#/hr)1 3 Turn Type PermPermPerm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 48 Actuated Green, G (s)16.116.116.115.615.6 7.7100.6 1.394.2 Effective Green, g (s)16.116.116.115.615.6 7.7100.6 1.394.2 Actuated g/C Ratio0.120.120.120.120.12 0.060.77 0.010.72 Clearance Time (s)3.53.53.54.04.0 3.55.0 3.55.0 Vehicle Extension (s)2.02.02.02.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)171231193168194 1053934 183652 v/s Ratio Prot 0.00 0.00c0.04c0.46 0.000.22 v/s Ratio Perm c0.09 0.010.02 v/c Ratio 0.720.020.120.180.03 0.690.59 0.390.31 Uniform Delay, d1 54.850.050.651.550.5 60.06.1 64.06.4 Progression Factor1.001.001.001.001.00 1.001.00 1.001.00 Incremental Delay, d211.40.00.10.20.0 13.80.7 5.00.2 Delay (s)66.250.050.751.750.5 73.76.8 69.06.6 Level of Service E DDDDEAEA Approach Delay (s)56.9 51.2 8.8 7.0 Approach LOS E D A A Intersection Summary HCM Average Control Delay 12.6HCM Level of Service B HCM Volume to Capacity ratio 0.60 Actuated Cycle Length (s) 130.0Sum of lost time (s)7.0 Intersection Capacity Utilization 66.6%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group J - 160 NEAR-TERM TRAFFIC CONDITIONS (WITHOUT PROJECT) J - 161 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 1: Fall Creek Road & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 1 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)93011109020283 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.930.930.890.89 Hourly flow rate (vph)103312117222793 Pedestrians1 Lane Width (ft)12.0 Walking Speed (ft/s)4.0 Percent Blockage 0 Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume289111422283 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol289111422283 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %188395 cM capacity (veh/h)12194219 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 42125865861519763 Volume Left 1012 0000 Volume Right 33 00003 cSH 432191700170017001700 Volume to Capacity0.990.050.340.340.890.45 Queue Length 95th (ft)99 40000 Control Delay (s)278.722.40.00.00.00.0 Lane LOS FC Approach Delay (s)278.70.2 0.0 Approach LOS F Intersection Summary Average Delay 3.4 Intersection Capacity Utilization 66.2%ICU Level of Service C Analysis Period (min)15 J - 162 Queues Near-term (2015) 2: Willow Creek Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 2 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)352874911402312 v/c Ratio 0.120.970.880.420.92 Control Delay 56.394.4156.95.925.1 Queue Delay 0.00.00.00.00.0 Total Delay 56.394.4156.95.925.1 Queue Length 50th (ft)30~24649163867 Queue Length 95th (ft)60#371#139192973 Internal Link Dist (ft)585 5201720 Turn Bay Length (ft)50 165 Base Capacity (vph)2812955629282700 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.120.970.880.390.86 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 163 HCM Signalized Intersection Capacity Analysis Near-term (2015) 2: Willow Creek Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 3 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)29235461072204810 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.54.54.55.55.5 Lane Util. Factor1.001.001.000.950.95 Frpb, ped/bikes 1.000.981.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.001.00 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701558177035393536 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701558177035393536 Peak-hour factor, PHF0.820.820.940.940.890.89 Adj. Flow (vph)35287491140230111 RTOR Reduction (vph)048 0000 Lane Group Flow (vph)3523949114023120 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)3 Turn Type PermProt Protected Phases 4 162 Permitted Phases 4 Actuated Green, G (s)22.622.64.5110.2101.2 Effective Green, g (s)22.622.64.5110.2101.2 Actuated g/C Ratio0.160.160.030.770.71 Clearance Time (s)4.54.54.55.55.5 Vehicle Extension (s)2.02.02.03.03.0 Lane Grp Cap (vph)2802475627312506 v/s Ratio Prot 0.02c0.030.32c0.65 v/s Ratio Permc0.15 v/c Ratio 0.120.970.880.420.92 Uniform Delay, d1 51.659.768.95.517.5 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.147.574.30.16.3 Delay (s)51.7107.2143.15.623.8 Level of Service DFFAC Approach Delay (s)101.2 11.323.8 Approach LOS F BC Intersection Summary HCM Average Control Delay 26.4HCM Level of Service C HCM Volume to Capacity ratio 0.93 Actuated Cycle Length (s) 142.8Sum of lost time (s)14.5 Intersection Capacity Utilization 79.8%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 164 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 3: Wildwood Road & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 4 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)63691112222459 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.880.880.940.940.890.89 Hourly flow rate (vph)741101183249966 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)600 pX, platoon unblocked0.310.310.31 vC, conflicting volume314312832565 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol346201593 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %08892 cM capacity (veh/h)1335126 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 48105915911666899 Volume Left 710 0000 Volume Right 41 000066 cSH 101261700170017001700 Volume to Capacity4.910.080.350.350.980.53 Queue Length 95th (ft)Err 60000 Control Delay (s)Err35.90.00.00.00.0 Lane LOSFE Approach Delay (s)Err0.3 0.0 Approach LOS F Intersection Summary Average Delay 125.5 Intersection Capacity Utilization 73.4%ICU Level of Service D Analysis Period (min)15 J - 165 Queues Near-term (2015) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 5 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)3965815179862539 v/c Ratio 1.121.091.650.371.35 Control Delay 137.194.0344.27.3191.4 Queue Delay 0.00.00.00.00.0 Total Delay 137.194.0344.27.3191.4 Queue Length 50th (ft)~444~411~732162~1710 Queue Length 95th (ft)#645#635#790157#1798 Internal Link Dist (ft)1629 29701630 Turn Bay Length (ft)235 Base Capacity (vph)35453431326311880 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 1.121.091.650.371.35 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 166 HCM Signalized Intersection Capacity Analysis Near-term (2015) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 6 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)3525174037691870390 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.03.54.54.5 Lane Util. Factor1.001.001.000.950.95 Frpb, ped/bikes 1.001.001.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.000.97 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701583177035393439 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701583177035393439 Peak-hour factor, PHF0.890.890.780.780.890.89 Adj. Flow (vph)3965815179862101438 RTOR Reduction (vph)021800120 Lane Group Flow (vph)39636351798625270 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)4 Turn Type PermProt Protected Phases 4 526 Permitted Phases 4 Actuated Green, G (s)30.030.026.5111.581.5 Effective Green, g (s)30.030.026.5111.581.5 Actuated g/C Ratio0.200.200.180.740.54 Clearance Time (s)4.04.03.54.54.5 Vehicle Extension (s)1.81.82.04.04.0 Lane Grp Cap (vph)35431731326311869 v/s Ratio Prot 0.22c0.290.28c0.73 v/s Ratio Permc0.23 v/c Ratio 1.121.151.650.371.35 Uniform Delay, d1 60.060.061.86.834.2 Progression Factor1.001.001.001.001.00 Incremental Delay, d283.996.3307.20.1162.1 Delay (s)143.9156.3369.07.0196.3 Level of ServiceFFFAF Approach Delay (s)151.3 131.5196.3 Approach LOS F FF Intersection Summary HCM Average Control Delay 168.1HCM Level of Service F HCM Volume to Capacity ratio 1.37 Actuated Cycle Length (s) 150.0Sum of lost time (s)12.0 Intersection Capacity Utilization 116.4%ICU Level of Service H Analysis Period (min)15 c Critical Lane Group J - 167 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 5: Ventura Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 7 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0242117223843 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0262127425913 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)585550 pX, platoon unblocked0.520.460.46 vC, conflicting volume323412972595 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol247502127 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009598 cM capacity (veh/h)13504117 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 2626376371728867 Volume Left 020000 Volume Right 26 00003 cSH 5041171700170017001700 Volume to Capacity0.050.020.370.371.020.51 Queue Length 95th (ft)410000 Control Delay (s)12.536.30.00.00.00.0 Lane LOSBE Approach Delay (s)12.50.1 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 76.0%ICU Level of Service D Analysis Period (min)15 J - 168 Queues Near-term (2015) 6: Mariposa Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 8 Lane GroupEBLEBTWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)36722733421425272590 v/c Ratio 0.470.540.230.160.890.490.390.89 Control Delay 86.842.270.51.6172.34.785.814.4 Queue Delay 0.00.00.00.00.00.00.02.3 Total Delay 86.842.270.51.6172.34.785.816.7 Queue Length 50th (ft)35231304219726722 Queue Length 95th (ft)7475290#125273611022 Internal Link Dist (ft)521 606 885 505 Turn Bay Length (ft)100 100 Base Capacity (vph)311396485458472897772915 Starvation Cap Reductn 0000000208 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.120.180.060.070.890.490.350.96 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 169 HCM Signalized Intersection Capacity Analysis Near-term (2015) 6: Mariposa Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 9 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)33066250303911112002523785 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.54.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.001.00 0.971.00 1.000.95 1.000.95 Frt 1.000.85 1.000.85 1.000.98 1.001.00 Flt Protected 0.951.00 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)17701583343315831770345817703538 Flt Permitted 0.741.00 0.591.00 0.951.00 0.951.00 Satd. Flow (perm)13701583213815831770345817703538 Peak-hour factor, PHF0.920.920.920.920.920.920.920.920.920.920.920.92 Adj. Flow (vph)36072270334212082172725855 RTOR Reduction (vph)0450031 0050000 Lane Group Flow (vph)36270272042142002725900 Turn Type Perm Perm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 8 Actuated Green, G (s)8.48.4 8.48.4 4.0123.7 3.9123.6 Effective Green, g (s)8.48.4 8.48.4 4.0123.7 3.9123.6 Actuated g/C Ratio0.060.06 0.060.06 0.030.82 0.030.82 Clearance Time (s)4.54.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.02.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)7789 12089 472852 462915 v/s Ratio Prot 0.02 0.00c0.020.41 0.02c0.73 v/s Ratio Perm c0.03 0.01 v/c Ratio 0.470.30 0.230.02 0.890.50 0.590.89 Uniform Delay, d1 68.668.0 67.766.9 72.83.9 72.38.7 Progression Factor1.001.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d21.60.7 0.30.0 89.70.6 11.74.5 Delay (s)70.368.7 68.066.9162.54.5 84.013.2 Level of Service EE EE FA FB Approach Delay (s)69.2 67.4 9.1 13.9 Approach LOS EEAB Intersection Summary HCM Average Control Delay 14.4HCM Level of Service B HCM Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 150.0Sum of lost time (s)14.0 Intersection Capacity Utilization 82.3%ICU Level of Service E Analysis Period (min)15 c Critical Lane Group J - 170 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 7: Monterey Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 10 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0240135024672 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0260146726822 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)981965 pX, platoon unblocked0.290.200.20 vC, conflicting volume341613422684 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol160601410 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10088100 cM capacity (veh/h)2821695 Direction, Lane #EB 1NB 1NB 2SB 1SB 2 Volume Total 267347341788896 Volume Left 00000 Volume Right 26 0002 cSH 2161700170017001700 Volume to Capacity0.120.430.431.050.53 Queue Length 95th (ft)10 0000 Control Delay (s)24.00.00.00.00.0 Lane LOSC Approach Delay (s)24.00.0 0.0 Approach LOS C Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 78.3%ICU Level of Service D Analysis Period (min)15 J - 171 Queues Near-term (2015) 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 11 Lane GroupEBTWBLWBTNBLNBTNBRSBLSBTSBR Lane Group Flow (vph)1295526301621631828378 v/c Ratio 0.720.920.160.470.570.050.221.010.01 Control Delay 54.6149.322.684.16.93.165.134.03.4 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 54.6149.322.684.16.93.165.134.03.4 Queue Length 50th (ft)6146225156415~13221 Queue Length 95th (ft)1126215#573512040#14835 Internal Link Dist (ft)485 705 220 2970 Turn Bay Length (ft)100 140 155100 250 Base Capacity (vph)457191455642835127347728131259 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.280.290.060.470.570.050.041.010.01 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 172 HCM Signalized Intersection Capacity Analysis Near-term (2015) 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 12 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)2208434115241313511624687 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.5 4.54.5 4.55.05.04.55.05.0 Lane Util. Factor 1.00 1.001.00 1.000.951.001.000.951.00 Frpb, ped/bikes 0.98 1.000.97 1.001.001.001.001.001.00 Flpb, ped/bikes 1.00 1.001.00 1.001.001.001.001.001.00 Frt 0.89 1.000.86 1.001.000.851.001.000.85 Flt Protected 0.99 0.951.00 0.951.001.000.951.001.00 Satd. Flow (prot)160617701563177035391583177035391583 Flt Permitted 0.92 0.371.00 0.951.001.000.951.001.00 Satd. Flow (perm)1496 6901563177035391583177035391583 Peak-hour factor, PHF0.820.820.820.620.620.620.810.810.810.870.870.87 Adj. Flow (vph)27010255224301621631828378 RTOR Reduction (vph)0490022 0005001 Lane Group Flow (vph)08005540301621581828377 Confl. Peds. (#/hr)33 Confl. Bikes (#/hr)7 5 Turn Type Perm Perm ProtPermProtPerm Protected Phases 4 8 52 16 Permitted Phases 4 8 2 6 Actuated Green, G (s)10.8 10.810.8 2.699.899.82.799.999.9 Effective Green, g (s)10.8 10.810.8 2.699.899.82.799.999.9 Actuated g/C Ratio 0.08 0.080.08 0.020.780.780.020.780.78 Clearance Time (s)4.5 4.54.5 4.55.05.04.55.05.0 Vehicle Extension (s)2.0 2.02.0 2.04.04.02.04.04.0 Lane Grp Cap (vph)127 59133 36277412413827771242 v/s Ratio Prot 0.00c0.020.46 0.01c0.80 v/s Ratio Perm 0.05c0.08 0.04 0.00 v/c Ratio 0.63 0.930.03 0.830.580.050.471.020.01 Uniform Delay, d1 56.3 57.953.4 62.15.53.161.613.73.0 Progression Factor 1.00 1.001.00 1.001.001.001.001.001.00 Incremental Delay, d2 7.4 91.60.0 82.60.40.03.422.80.0 Delay (s)63.7149.553.5144.75.93.165.036.53.0 Level of Service E FD FAAEDA Approach Delay (s)63.7 118.7 8.2 36.6 Approach LOS E F A D Intersection Summary HCM Average Control Delay 28.5HCM Level of Service C HCM Volume to Capacity ratio 0.97 Actuated Cycle Length (s) 127.3Sum of lost time (s)9.0 Intersection Capacity Utilization 89.2%ICU Level of Service E Analysis Period (min)15 c Critical Lane Group J - 173 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 10: Turbo Spa Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 13 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)000000013884025824 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)000000015094028074 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)1280 300 pX, platoon unblocked0.220.220.220.220.22 0.22 vC, conflicting volume356343221405291443227572811 1513 vC1, stage 1 conf vol2809280915111511 vC2, stage 2 conf vol754151314032811 vCu, unblocked vol5556900102610900175721411513 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100100100100100100 100 cM capacity (veh/h)11192391031935055 438 Direction, Lane #EB 1WB 1NB 1NB 2SB 1SB 2 Volume Total 0075475914031408 Volume Left 000000 Volume Right 000404 cSH170017005517004381700 Volume to Capacity0.000.000.000.450.000.83 Queue Length 95th (ft)000000 Control Delay (s)0.00.00.00.00.00.0 Lane LOS AA Approach Delay (s)0.00.00.0 0.0 Approach LOS AA Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 74.8%ICU Level of Service D Analysis Period (min)15 J - 174 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 11: Performance Auto Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 14 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0010139225820 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0011151328070 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTLTWLTL Median storage veh)22 Upstream signal (ft)1055525 pX, platoon unblocked0.220.220.22 vC, conflicting volume358514032807 vC1, stage 1 conf vol2807 vC2, stage 2 conf vol778 vCu, unblocked vol562002133 tC, single (s)6.86.94.1 tC, 2 stage (s)5.8 tF (s)3.53.32.2 p0 queue free %10010081 cM capacity (veh/h)1724256 Direction, Lane #EB 1NB 1NB 2SB 1SB 2 Volume Total 051510091871936 Volume Left011000 Volume Right 00000 cSH170056170017001700 Volume to Capacity0.000.190.591.100.55 Queue Length 95th (ft)016000 Control Delay (s)0.024.50.00.00.0 Lane LOS AC Approach Delay (s)0.08.3 0.0 Approach LOS A Intersection Summary Average Delay 2.9 Intersection Capacity Utilization 74.7%ICU Level of Service D Analysis Period (min)15 J - 175 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 12: European Auto Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 15 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)201402802582 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)201524902807 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)925 655 pX, platoon unblocked0.280.88 0.88 vC, conflicting volume2932766 1533 vC1, stage 1 conf vol1528 vC2, stage 2 conf vol1403 vCu, unblocked vol8864671336 tC, single (s)6.86.9 4.1 tC, 2 stage (s)5.8 tF (s)3.53.3 2.2 p0 queue free %99100 100 cM capacity (veh/h)158478 452 Direction, Lane #WB 1NB 1NB 2SB 1SB 2 Volume Total 210165179361871 Volume Left 20000 Volume Right 00900 cSH158170017004521700 Volume to Capacity0.010.600.300.001.10 Queue Length 95th (ft)10000 Control Delay (s)28.00.00.00.00.0 Lane LOSD Approach Delay (s)28.00.0 0.0 Approach LOS D Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 81.4%ICU Level of Service D Analysis Period (min)15 J - 176 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 14: Castle Plastics Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 16 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)002300146139610425800 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)002330157151711428040 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)750 830 pX, platoon unblocked0.250.250.230.250.250.950.23 0.95 vC, conflicting volume334743541402294343435062804 1528 vC1, stage 1 conf vol2813281315301530 vC2, stage 2 conf vol534154114132813 vCu, unblocked vol3112708201520703928221381362 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %10010099701009888 99 cM capacity (veh/h)10182461091267757 474 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2 Volume Total 2483106076071114071402 Volume Left033 700040 Volume Right 2150001100 cSH 246149571700170017004741700 Volume to Capacity0.010.320.120.360.360.010.010.82 Queue Length 95th (ft)132 900010 Control Delay (s)19.740.112.10.00.00.00.70.0 Lane LOSCEBA Approach Delay (s)19.740.12.4 0.4 Approach LOS CE Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 89.9%ICU Level of Service E Analysis Period (min)15 J - 177 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 15: Dublin Self Storage Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 17 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)220141026102 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)220153328372 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTLTWLTL Median storage veh)22 Upstream signal (ft)610970 pX, platoon unblocked0.260.230.23 vC, conflicting volume334914202839 vC1, stage 1 conf vol2838 vC2, stage 2 conf vol511 vCu, unblocked vol281702298 tC, single (s)6.86.94.1 tC, 2 stage (s)5.8 tF (s)3.53.32.2 p0 queue free %8499100 cM capacity (veh/h)1424849 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 43076136131891948 Volume Left 200000 Volume Right 200002 cSH26491700170017001700 Volume to Capacity0.170.000.360.361.110.56 Queue Length 95th (ft)13 00000 Control Delay (s)167.00.00.00.00.00.0 Lane LOS F Approach Delay (s)167.00.0 0.0 Approach LOS F Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 82.2%ICU Level of Service E Analysis Period (min)15 J - 178 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 16: Denica's Cafe Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 18 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)10142015101404195259314 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.750.750.750.650.650.650.830.830.830.940.940.94 Hourly flow rate (vph)10193128121692235275915 Pedestrians 1 1 Lane Width (ft)12.0 12.0 Walking Speed (ft/s)4.0 4.0 Percent Blockage 0 0 Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)400 1180 pX, platoon unblocked0.280.280.230.280.280.900.23 0.90 vC, conflicting volume337445171388313745135762774 1715 vC1, stage 1 conf vol2778277817281728 vC2, stage 2 conf vol596174014092785 vCu, unblocked vol2238627301401625914920371412 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %901009367849981 99 cM capacity (veh/h)132125492978564 431 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 204043584644613851394 Volume Left 13112 0050 Volume Right 1980023015 cSH 1137964170017004311700 Volume to Capacity0.180.510.190.500.260.010.82 Queue Length 95th (ft)155416 0010 Control Delay (s)43.691.020.00.00.00.90.0 Lane LOSEFCA Approach Delay (s)43.691.05.0 0.5 Approach LOS EF Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 90.4%ICU Level of Service E Analysis Period (min)15 J - 179 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 18: Quality Tune Up Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 19 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)001433222625 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)001558222853 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)180 pX, platoon unblocked0.890.89 0.89 vC, conflicting volume2990520 1560 vC1, stage 1 conf vol1559 vC2, stage 2 conf vol1431 vCu, unblocked vol2808421206 tC, single (s)6.86.9 4.1 tC, 2 stage (s)5.8 tF (s)3.53.3 2.2 p0 queue free %100100 100 cM capacity (veh/h)135910 513 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 06236233149531902 Volume Left 000020 Volume Right 000200 cSH17001700170017005131700 Volume to Capacity0.000.370.370.180.001.12 Queue Length 95th (ft)000000 Control Delay (s)0.00.00.00.00.10.0 Lane LOS A A Approach Delay (s)0.00.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 77.3%ICU Level of Service D Analysis Period (min)15 J - 180 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 20: Mini Mart Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 20 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)0020 0022143320261510 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)0022 0022155820284211 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None TWLTL Median storage veh)2 Upstream signal (ft)80 pX, platoon unblocked0.890.89 0.890.890.89 0.89 vC, conflicting volume337444121427300644165202853 1560 vC1, stage 1 conf vol2848284815631563 vC2, stage 2 conf vol526156414432853 vCu, unblocked vol323244011427281844062128531191 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %1001008310010010098 100 cM capacity (veh/h)17351258933935130 517 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 2223927793921895958 Volume Left 0020000 Volume Right 22 2002011 cSH 1259351301700170017001700 Volume to Capacity0.170.000.020.460.231.110.56 Queue Length 95th (ft)15 010000 Control Delay (s)39.98.90.90.00.00.00.0 Lane LOSEAA Approach Delay (s)39.98.90.2 0.0 Approach LOS EA Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 82.6%ICU Level of Service E Analysis Period (min)15 J - 181 Queues Near-term (2015) 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 21 Lane GroupEBLEBTEBRWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)4345565203081788162787 v/c Ratio 0.410.030.330.640.151.020.480.290.93 Control Delay 75.360.019.692.234.9114.84.583.930.5 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 75.360.019.692.234.9114.84.583.930.5 Queue Length 50th (ft)4140636~31811516863 Queue Length 95th (ft)8016449827#45022643#1126 Internal Link Dist (ft)335 229 570 1 Turn Bay Length (ft)75 7530 150 65 Base Capacity (vph)2863853652863473033742582994 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.150.010.150.230.061.020.480.280.93 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 182 HCM Signalized Intersection Capacity Analysis Near-term (2015) 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 22 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)4045151511256138699152498122 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)3.53.53.54.04.0 3.55.0 3.55.0 Lane Util. Factor 1.001.001.001.001.00 1.000.91 1.000.91 Frpb, ped/bikes 1.001.000.981.000.99 1.001.00 1.001.00 Flpb, ped/bikes 1.001.001.001.001.00 1.001.00 1.001.00 Frt 1.001.000.851.000.90 1.000.99 1.000.99 Flt Protected 0.951.001.000.951.00 0.951.00 0.951.00 Satd. Flow (prot)158816761402158614851593437315934539 Flt Permitted 0.741.001.000.761.00 0.951.00 0.951.00 Satd. Flow (perm)124416761402126114851593437315934539 Peak-hour factor, PHF0.930.930.930.790.790.790.830.830.840.940.940.94 Adj. Flow (vph)43455656143081670118162657130 RTOR Reduction (vph)0051013 0030020 Lane Group Flow (vph)43446570308178501627850 Confl. Peds. (#/hr)23323223 Parking (#/hr)0 Turn Type PermPermPerm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 48 Actuated Green, G (s)11.411.411.410.910.9 28.5124.4 2.298.1 Effective Green, g (s)11.411.411.410.910.9 28.5124.4 2.298.1 Actuated g/C Ratio0.080.080.080.070.07 0.190.83 0.010.65 Clearance Time (s)3.53.53.54.04.0 3.55.0 3.55.0 Vehicle Extension (s)2.02.02.02.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)9512710792108 3033627 232969 v/s Ratio Prot 0.00 0.00c0.190.41 0.01c0.61 v/s Ratio Perm 0.03 0.00c0.05 v/c Ratio 0.450.030.040.710.06 1.020.49 0.700.94 Uniform Delay, d1 66.364.264.268.064.8 60.83.7 73.623.2 Progression Factor1.001.001.001.001.00 1.001.00 1.001.00 Incremental Delay, d21.20.00.118.20.1 56.00.5 54.17.3 Delay (s)67.664.264.386.264.9116.74.2127.730.5 Level of Service EEEFE FA FC Approach Delay (s)65.7 81.2 20.7 31.0 Approach LOS E F C C Intersection Summary HCM Average Control Delay 28.3HCM Level of Service C HCM Volume to Capacity ratio 0.94 Actuated Cycle Length (s) 150.0Sum of lost time (s)12.5 Intersection Capacity Utilization 94.2%ICU Level of Service F Analysis Period (min)15 c Critical Lane Group J - 183 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 1: Fall Creek Road & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 1 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)313321701164615 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.930.930.890.89 Hourly flow rate (vph)314341829184917 Pedestrians 1 Lane Width (ft)12.0 Walking Speed (ft/s)4.0 Percent Blockage 0 Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume28429341867 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol28429341867 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %739589 cM capacity (veh/h)12267319 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 17349159151233633 Volume Left 334 0000 Volume Right 14 000017 cSH 543191700170017001700 Volume to Capacity0.320.110.540.540.730.37 Queue Length 95th (ft)28 90000 Control Delay (s)99.917.70.00.00.00.0 Lane LOSFC Approach Delay (s)99.90.3 0.0 Approach LOS F Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 57.0%ICU Level of Service B Analysis Period (min)15 J - 184 Queues Near-term (2015) 2: Willow Creek Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 2 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)2011316718271864 v/c Ratio 0.150.500.760.620.84 Control Delay 34.415.356.54.516.8 Queue Delay 0.00.00.00.00.0 Total Delay 34.415.356.54.516.8 Queue Length 50th (ft)9076129336 Queue Length 95th (ft)2635#179238#532 Internal Link Dist (ft)585 5201720 Turn Bay Length (ft)50 165 Base Capacity (vph)47450122029312232 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.040.230.760.620.84 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 185 HCM Signalized Intersection Capacity Analysis Near-term (2015) 2: Willow Creek Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 3 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)16931571717164019 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.54.54.55.55.5 Lane Util. Factor1.001.001.000.950.95 Frpb, ped/bikes 1.000.981.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.001.00 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701548177035393532 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701548177035393532 Peak-hour factor, PHF0.820.820.940.940.890.89 Adj. Flow (vph)201131671827184321 RTOR Reduction (vph)0106 0010 Lane Group Flow (vph)207167182718630 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)3 Turn Type PermProt Protected Phases 4 162 Permitted Phases 4 Actuated Green, G (s)5.15.19.562.448.4 Effective Green, g (s)5.15.19.562.448.4 Actuated g/C Ratio0.070.070.120.810.62 Clearance Time (s)4.54.54.55.55.5 Vehicle Extension (s)2.02.02.03.03.0 Lane Grp Cap (vph)11610221728492206 v/s Ratio Prot c0.01 0.09c0.52c0.53 v/s Ratio Perm 0.00 v/c Ratio 0.170.070.770.640.84 Uniform Delay, d1 34.234.032.93.011.6 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.30.113.70.53.2 Delay (s)34.534.146.63.514.7 Level of Service CCDAB Approach Delay (s)34.1 7.214.7 Approach LOS C AB Intersection Summary HCM Average Control Delay 11.6HCM Level of Service B HCM Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 77.5Sum of lost time (s)15.5 Intersection Capacity Utilization 70.1%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group J - 186 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 3: Wildwood Road & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 4 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)6936186817249 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.880.880.940.940.890.89 Hourly flow rate (vph)710381987193710 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)600 pX, platoon unblocked0.520.520.52 vC, conflicting volume30129741947 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol30240956 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %09890 cM capacity (veh/h)5559368 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 17389949941291656 Volume Left 738 0000 Volume Right 10 000010 cSH 123681700170017001700 Volume to Capacity1.470.100.580.580.760.39 Queue Length 95th (ft)72 90000 Control Delay (s)884.215.90.00.00.00.0 Lane LOS FC Approach Delay (s)884.20.3 0.0 Approach LOS F Intersection Summary Average Delay 3.9 Intersection Capacity Utilization 61.6%ICU Level of Service B Analysis Period (min)15 J - 187 Queues Near-term (2015) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 5 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)38846265619991947 v/c Ratio 1.140.711.360.761.28 Control Delay 139.513.0211.512.4161.6 Queue Delay 0.00.00.00.00.0 Total Delay 139.513.0211.512.4161.6 Queue Length 50th (ft)~38125~725462~1080 Queue Length 95th (ft)#574136#776394#1198 Internal Link Dist (ft)1629 29701630 Turn Bay Length (ft)235 Base Capacity (vph)34064948326271524 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 1.140.711.360.761.28 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 188 HCM Signalized Intersection Capacity Analysis Near-term (2015) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 6 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)34541151215591214519 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.03.54.54.5 Lane Util. Factor1.001.001.000.950.95 Frpb, ped/bikes 1.001.001.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.000.96 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701583177035393365 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701583177035393365 Peak-hour factor, PHF0.890.890.780.780.890.89 Adj. Flow (vph)38846265619991364583 RTOR Reduction (vph)034400360 Lane Group Flow (vph)388118656199919110 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)4 Turn Type PermProt Protected Phases 4 526 Permitted Phases 4 Actuated Green, G (s)25.025.035.596.557.5 Effective Green, g (s)25.025.035.596.557.5 Actuated g/C Ratio0.190.190.270.740.44 Clearance Time (s)4.04.03.54.54.5 Vehicle Extension (s)1.81.82.04.04.0 Lane Grp Cap (vph)34030448326271488 v/s Ratio Prot c0.22c0.370.56c0.57 v/s Ratio Perm 0.07 v/c Ratio 1.140.391.360.761.28 Uniform Delay, d1 52.545.847.29.936.2 Progression Factor1.001.001.001.001.00 Incremental Delay, d292.80.3174.31.4133.1 Delay (s)145.346.1221.511.3169.3 Level of ServiceFDFBF Approach Delay (s)91.4 63.3169.3 Approach LOSFEF Intersection Summary HCM Average Control Delay 105.5HCM Level of Service F HCM Volume to Capacity ratio 1.28 Actuated Cycle Length (s) 130.0Sum of lost time (s)12.0 Intersection Capacity Utilization 108.1%ICU Level of Service G Analysis Period (min)15 c Critical Lane Group J - 189 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 5: Ventura Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 7 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)01520207116187 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)01622225117598 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)585550 pX, platoon unblocked0.580.580.58 vC, conflicting volume29328831766 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol00863 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009795 cM capacity (veh/h)569626447 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 1622112611261172594 Volume Left 022 0000 Volume Right 16 00008 cSH 6264471700170017001700 Volume to Capacity0.030.050.660.660.690.35 Queue Length 95th (ft)240000 Control Delay (s)10.913.50.00.00.00.0 Lane LOSBB Approach Delay (s)10.90.1 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 60.6%ICU Level of Service B Analysis Period (min)15 J - 190 Queues Near-term (2015) 6: Mariposa Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 8 Lane GroupEBLEBTWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)224156373962287211754 v/c Ratio 0.090.110.980.180.630.980.300.87 Control Delay 35.50.677.18.766.933.262.926.7 Queue Delay 0.00.00.00.00.00.00.00.0 Total Delay 35.50.677.18.766.933.262.926.7 Queue Length 50th (ft)12020506665415537 Queue Length 95th (ft)340#31935121#107142671 Internal Link Dist (ft)521 879 885 505 Turn Bay Length (ft)100 100 Base Capacity (vph)2874395734041802337692015 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.080.090.980.180.530.980.300.87 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 191 HCM Signalized Intersection Capacity Analysis Near-term (2015) 6: Mariposa Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 9 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)2003851806788200410019160014 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.54.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.001.00 0.971.00 1.000.95 1.000.95 Frt 1.000.85 1.000.85 1.000.99 1.001.00 Flt Protected 0.951.00 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)17701583343315831770351417703535 Flt Permitted 0.711.00 0.731.00 0.951.00 0.951.00 Satd. Flow (perm)13221583263915831770351417703535 Peak-hour factor, PHF0.920.920.920.920.920.920.920.920.920.920.920.92 Adj. Flow (vph)2204156307396217810921173915 RTOR Reduction (vph)0320057 0030000 Lane Group Flow (vph)229056316096228402117540 Turn Type Perm Perm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 8 Actuated Green, G (s)23.923.9 23.923.9 9.470.4 1.762.7 Effective Green, g (s)23.923.9 23.923.9 9.470.4 1.762.7 Actuated g/C Ratio0.220.22 0.220.22 0.090.64 0.020.57 Clearance Time (s)4.54.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.02.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)287344 573344 1512249 272015 v/s Ratio Prot 0.01 0.01c0.05c0.65 0.010.50 v/s Ratio Perm 0.02 c0.21 v/c Ratio 0.080.03 0.980.05 0.641.02 0.780.87 Uniform Delay, d1 34.333.9 42.834.0 48.619.8 54.020.2 Progression Factor1.001.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d20.00.0 32.90.0 6.323.0 76.65.5 Delay (s)34.333.9 75.734.1 54.942.8130.625.7 Level of Service CC EC DD FC Approach Delay (s)34.0 70.9 43.2 26.9 Approach LOS C E D C Intersection Summary HCM Average Control Delay 40.8HCM Level of Service D HCM Volume to Capacity ratio 1.01 Actuated Cycle Length (s) 110.0Sum of lost time (s)14.0 Intersection Capacity Utilization 95.0%ICU Level of Service F Analysis Period (min)15 c Critical Lane Group J - 192 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 7: Monterey Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 10 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0150219221497 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0160238323368 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)981965 pX, platoon unblocked0.550.380.38 vC, conflicting volume353111722343 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol001269 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10096100 cM capacity (veh/h)564411206 Direction, Lane #EB 1NB 1NB 2SB 1SB 2 Volume Total 16119111911557786 Volume Left 00000 Volume Right 16 0008 cSH 4111700170017001700 Volume to Capacity0.040.700.700.920.46 Queue Length 95th (ft)30000 Control Delay (s)14.10.00.00.00.0 Lane LOSB Approach Delay (s)14.10.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 69.6%ICU Level of Service C Analysis Period (min)15 J - 193 Queues Near-term (2015) 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 11 Lane GroupEBTWBLWBTNBLNBTNBRSBLSBTSBR Lane Group Flow (vph)7044349026672720244325 v/c Ratio 0.450.560.240.660.900.020.230.920.02 Control Delay 28.479.622.476.616.13.260.420.73.4 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 28.479.622.476.616.13.260.420.73.4 Queue Length 50th (ft)12331674692157452 Queue Length 95th (ft)494915#1199141140#95610 Internal Link Dist (ft)485 705 220 2970 Turn Bay Length (ft)100 140 155100 250 Base Capacity (vph)5503785571422954132342526561191 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.130.120.060.630.900.020.050.920.02 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 194 HCM Signalized Intersection Capacity Analysis Near-term (2015) 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 12 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)12144271207321602217212522 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.5 4.54.5 4.55.05.04.55.05.0 Lane Util. Factor 1.00 1.001.00 1.000.951.001.000.951.00 Frpb, ped/bikes 0.97 1.000.97 1.001.001.001.001.001.00 Flpb, ped/bikes 1.00 1.001.00 1.001.001.001.001.001.00 Frt 0.90 1.000.86 1.001.000.851.001.000.85 Flt Protected 0.99 0.951.00 0.951.001.000.951.001.00 Satd. Flow (prot)160217701549177035391583177035391583 Flt Permitted 0.92 0.591.00 0.951.001.000.951.001.00 Satd. Flow (perm)148411061549177035391583177035391583 Peak-hour factor, PHF0.820.820.820.620.620.620.810.810.810.870.870.87 Adj. Flow (vph)15154442329026672720244325 RTOR Reduction (vph)0510030 0001003 Lane Group Flow (vph)019044409026672620244322 Confl. Peds. (#/hr)33 Confl. Bikes (#/hr)7 5 Turn Type Perm Perm ProtPermProtPerm Protected Phases 4 8 52 16 Permitted Phases 4 8 2 6 Actuated Green, G (s)7.4 7.47.4 9.198.198.12.891.891.8 Effective Green, g (s)7.4 7.47.4 9.198.198.12.891.891.8 Actuated g/C Ratio 0.06 0.060.06 0.070.800.800.020.750.75 Clearance Time (s)4.5 4.54.5 4.55.05.04.55.05.0 Vehicle Extension (s)2.0 2.02.0 2.04.04.02.04.04.0 Lane Grp Cap (vph)90 6794 132283912704126561188 v/s Ratio Prot 0.00c0.05c0.75 0.010.69 v/s Ratio Perm 0.01c0.04 0.02 0.01 v/c Ratio 0.21 0.660.04 0.680.940.020.490.920.02 Uniform Delay, d1 54.7 56.254.1 55.29.72.459.012.33.9 Progression Factor 1.00 1.001.00 1.001.001.001.001.001.00 Incremental Delay, d2 0.4 16.30.1 11.07.00.03.35.80.0 Delay (s)55.1 72.554.2 66.216.82.462.318.13.9 Level of Service E ED EBAEBA Approach Delay (s)55.1 64.5 18.2 18.3 Approach LOS EEBB Intersection Summary HCM Average Control Delay 19.4HCM Level of Service B HCM Volume to Capacity ratio 0.93 Actuated Cycle Length (s) 122.3Sum of lost time (s)14.0 Intersection Capacity Utilization 78.7%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 195 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 10: Turbo Spa Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 13 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)008600222552221940 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)009700224512223850 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)1280 300 pX, platoon unblocked0.260.260.260.260.26 0.26 vC, conflicting volume3619484711923662484612272385 2453 vC1, stage 1 conf vol2389238924572457 vC2, stage 2 conf vol1230245812052389 vCu, unblocked vol537410082055391007812276412453 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100977810010099 99 cM capacity (veh/h)87482833049170245 187 Direction, Lane #EB 1WB 1NB 1NB 2SB 1SB 2 Volume Total 971228122811951192 Volume Left 072020 Volume Right 900200 cSH2833024517001871700 Volume to Capacity0.030.220.010.720.010.70 Queue Length 95th (ft)217 1010 Control Delay (s)18.1157.30.70.01.00.0 Lane LOSCFAA Approach Delay (s)18.1157.30.3 0.5 Approach LOS CF Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 75.4%ICU Level of Service D Analysis Period (min)15 J - 196 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 11: Performance Auto Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 14 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)488225522071 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)499245123991 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTLTWLTL Median storage veh)22 Upstream signal (ft)1055525 pX, platoon unblocked0.270.270.27 vC, conflicting volume364212002400 vC1, stage 1 conf vol2399 vC2, stage 2 conf vol1243 vCu, unblocked vol54040755 tC, single (s)6.86.94.1 tC, 2 stage (s)5.8 tF (s)3.53.32.2 p0 queue free %959796 cM capacity (veh/h)95290228 Direction, Lane #EB 1NB 1NB 2SB 1SB 2 Volume Total 1382616341599801 Volume Left 49000 Volume Right 90001 cSH172228170017001700 Volume to Capacity0.080.040.960.940.47 Queue Length 95th (ft)63000 Control Delay (s)27.61.80.00.00.0 Lane LOSDA Approach Delay (s)27.60.6 0.0 Approach LOS D Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 77.9%ICU Level of Service D Analysis Period (min)15 J - 197 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 12: European Auto Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 15 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)422261402215 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)422458402408 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)925 655 pX, platoon unblocked0.620.29 0.29 vC, conflicting volume36641231 2462 vC1, stage 1 conf vol2460 vC2, stage 2 conf vol1204 vCu, unblocked vol001165 tC, single (s)6.86.9 4.1 tC, 2 stage (s)5.8 tF (s)3.53.3 2.2 p0 queue free %9999 100 cM capacity (veh/h)639318 175 Direction, Lane #WB 1NB 1NB 2SB 1SB 2 Volume Total 716388248031605 Volume Left 40000 Volume Right 20400 cSH478170017001751700 Volume to Capacity0.010.960.480.000.94 Queue Length 95th (ft)10000 Control Delay (s)12.60.00.00.00.0 Lane LOSB Approach Delay (s)12.60.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 72.6%ICU Level of Service C Analysis Period (min)15 J - 198 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 14: Castle Plastics Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 16 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)6010404102255281222070 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)7011404112451301323990 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)750 830 pX, platoon unblocked0.450.450.280.450.450.650.28 0.65 vC, conflicting volume326849281199370948988172399 2482 vC1, stage 1 conf vol2425242524732473 vC2, stage 2 conf vol843250312362425 vCu, unblocked vol0260000253208221387 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %9910096991009995 96 cM capacity (veh/h)5326929941567703222 317 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2 Volume Total 1795019809803012121199 Volume Left 7411000130 Volume Right 11 40003000 cSH 3585222221700170017003171700 Volume to Capacity0.050.020.050.580.580.020.040.71 Queue Length 95th (ft)41400030 Control Delay (s)15.612.02.00.00.00.02.50.0 Lane LOSCBAA Approach Delay (s)15.612.00.4 1.3 Approach LOS CB Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 79.4%ICU Level of Service D Analysis Period (min)15 J - 199 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 15: Dublin Self-Storage Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 17 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)222229122192 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)222249024122 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTLTWLTL Median storage veh)22 Upstream signal (ft)610970 pX, platoon unblocked0.460.280.28 vC, conflicting volume324712072414 vC1, stage 1 conf vol2413 vC2, stage 2 conf vol834 vCu, unblocked vol00911 tC, single (s)6.86.94.1 tC, 2 stage (s)5.8 tF (s)3.53.32.2 p0 queue free %1009999 cM capacity (veh/h)578304209 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 45009969961608806 Volume Left 220000 Volume Right 200002 cSH3992091700170017001700 Volume to Capacity0.010.010.590.590.950.47 Queue Length 95th (ft)110000 Control Delay (s)14.10.40.00.00.00.0 Lane LOSBA Approach Delay (s)14.10.1 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 71.4%ICU Level of Service C Analysis Period (min)15 J - 200 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 16: Denica's Cafe Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 18 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)1806380229227343722086 Sign Control Stop Stop Free Free Grade 0%0%0%0% Peak Hour Factor 0.750.750.750.650.650.650.830.830.830.940.940.94 Hourly flow rate (vph)2408580335273952723496 Pedestrians11 Lane Width (ft)12.0 12.0 Walking Speed (ft/s)4.0 4.0 Percent Blockage 0 0 Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)400 1180 pX, platoon unblocked0.490.490.290.490.490.590.29 0.59 vC, conflicting volume335452291179403352079402356 2791 vC1, stage 1 conf vol2368236828352835 vC2, stage 2 conf vol986286111972371 vCu, unblocked vol025320110248607731603 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %95100978410010086 97 cM capacity (veh/h)4915531335852639242 238 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 3262720136973611821181 Volume Left 245835 0070 Volume Right 83005206 cSH430366242170017002381700 Volume to Capacity0.070.170.140.810.430.030.69 Queue Length 95th (ft)61512 0020 Control Delay (s)14.016.86.20.00.02.20.0 Lane LOSBCAA Approach Delay (s)14.016.81.6 1.1 Approach LOS BC Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 76.1%ICU Level of Service D Analysis Period (min)15 J - 201 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 18: Quality Tune Up Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 19 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)0102335402252 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0112538402448 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)180 pX, platoon unblocked0.580.58 0.58 vC, conflicting volume3764848 2542 vC1, stage 1 conf vol2540 vC2, stage 2 conf vol1224 vCu, unblocked vol324001147 tC, single (s)6.86.9 4.1 tC, 2 stage (s)5.8 tF (s)3.53.3 2.2 p0 queue free %10098 100 cM capacity (veh/h)122633 353 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 11101510155128161632 Volume Left 000000 Volume Right 11 00400 cSH 6331700170017003531700 Volume to Capacity0.020.600.600.300.000.96 Queue Length 95th (ft)100000 Control Delay (s)10.80.00.00.00.00.0 Lane LOSB Approach Delay (s)10.80.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 72.3%ICU Level of Service C Analysis Period (min)15 J - 202 HCM Unsignalized Intersection Capacity Analysis Near-term (2015) 20: Mini Mart Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 20 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)6048 000423332022502 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)7052 000425362024462 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None TWLTL Median storage veh)2 Upstream signal (ft)80 pX, platoon unblocked0.580.58 0.580.580.58 0.58 vC, conflicting volume330149931224382149938462448 2538 vC1, stage 1 conf vol2447244725462546 vC2, stage 2 conf vol854254712752448 vCu, unblocked vol24365349122433315349024481123 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %791006910010010098 100 cM capacity (veh/h)31531717950630188 359 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 59063812686361630817 Volume Left 7040000 Volume Right 52 000202 cSH 11417001881700170017001700 Volume to Capacity0.520.000.020.750.370.960.48 Queue Length 95th (ft)60 020000 Control Delay (s)66.50.01.10.00.00.00.0 Lane LOSFAA Approach Delay (s)66.50.00.3 0.0 Approach LOS FA Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 72.3%ICU Level of Service C Analysis Period (min)15 J - 203 Queues Near-term (2015) 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 21 Lane GroupEBLEBTEBRWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)10961352746842743222422 v/c Ratio 0.690.030.450.170.210.580.820.340.77 Control Delay 66.138.211.742.717.963.013.065.516.3 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 66.138.211.742.717.963.013.065.516.3 Queue Length 50th (ft)75401755831015400 Queue Length 95th (ft)126155236299755842634 Internal Link Dist (ft)335 229 570 1 Turn Bay Length (ft)75 7530 150 65 Base Capacity (vph)3795235313874722013359653126 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.290.010.250.070.100.420.820.340.77 Intersection Summary J - 204 HCM Signalized Intersection Capacity Analysis Near-term (2015) 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 22 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)1016126216307022087021221067 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)3.53.53.54.04.0 3.55.0 3.55.0 Lane Util. Factor 1.001.001.001.001.00 1.000.91 1.000.91 Frpb, ped/bikes 1.001.000.991.000.99 1.001.00 1.001.00 Flpb, ped/bikes 1.001.001.001.001.00 1.001.00 1.001.00 Frt 1.001.000.851.000.88 1.001.00 1.001.00 Flt Protected 0.951.001.000.951.00 0.951.00 0.951.00 Satd. Flow (prot)158916761404158814521593440115934553 Flt Permitted 0.731.001.000.751.00 0.951.00 0.951.00 Satd. Flow (perm)121616761404126014521593440115934553 Peak-hour factor, PHF0.930.930.930.790.790.790.830.830.840.940.940.94 Adj. Flow (vph)1096135278388426608322235171 RTOR Reduction (vph)00117033 0020020 Lane Group Flow (vph)1096182713084274102224200 Confl. Peds. (#/hr)23323223 Parking (#/hr)0 Turn Type PermPermPerm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 48 Actuated Green, G (s)14.314.314.313.813.8 8.981.9 1.874.8 Effective Green, g (s)14.314.314.313.813.8 8.981.9 1.874.8 Actuated g/C Ratio0.130.130.130.130.13 0.080.74 0.020.68 Clearance Time (s)3.53.53.54.04.0 3.55.0 3.55.0 Vehicle Extension (s)2.02.02.02.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)158218183158182 1293277 263096 v/s Ratio Prot 0.00 0.01c0.05c0.62 0.010.53 v/s Ratio Perm c0.09 0.010.02 v/c Ratio 0.690.030.100.170.07 0.650.84 0.850.78 Uniform Delay, d1 45.741.842.243.042.4 49.09.5 54.012.0 Progression Factor1.001.001.001.001.00 1.001.00 1.001.00 Incremental Delay, d29.60.00.10.20.1 8.62.7106.72.0 Delay (s)55.341.842.243.242.5 57.712.2160.714.1 Level of Service E DDDDEBFB Approach Delay (s)47.9 42.7 13.6 15.4 Approach LOS D D B B Intersection Summary HCM Average Control Delay 16.3HCM Level of Service B HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 110.0Sum of lost time (s)7.0 Intersection Capacity Utilization 78.6%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 205 FAR-TERM TRAFFIC CONDITIONS (WITHOUT PROJECT) J - 206 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 1: Fall Creek Road & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 1 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)93011118822893 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.930.930.890.89 Hourly flow rate (vph)103312127725723 Pedestrians1 Lane Width (ft)12.0 Walking Speed (ft/s)4.0 Percent Blockage 0 Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume323712892576 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol323712892576 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %07993 cM capacity (veh/h)7154167 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 42126396391715861 Volume Left 1012 0000 Volume Right 33 00003 cSH 251671700170017001700 Volume to Capacity1.670.070.380.381.010.51 Queue Length 95th (ft)130 60000 Control Delay (s)658.828.20.00.00.00.0 Lane LOS FD Approach Delay (s)658.80.3 0.0 Approach LOS F Intersection Summary Average Delay 7.2 Intersection Capacity Utilization 73.4%ICU Level of Service D Analysis Period (min)15 J - 207 Queues Cumulative (2025) 2: Willow Creek Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 2 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)352874912452605 v/c Ratio 0.131.040.920.451.02 Control Delay 56.9113.3172.86.043.7 Queue Delay 0.00.00.00.00.0 Total Delay 56.9113.3172.86.043.7 Queue Length 50th (ft)30~25649186~1416 Queue Length 95th (ft)60#382#139217#1502 Internal Link Dist (ft)585 5201720 Turn Bay Length (ft)50 165 Base Capacity (vph)2662775327722557 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.131.040.920.451.02 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 208 HCM Signalized Intersection Capacity Analysis Cumulative (2025) 2: Willow Creek Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 3 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)29235461170230910 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.54.54.55.55.5 Lane Util. Factor1.001.001.000.950.95 Frpb, ped/bikes 1.000.981.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.001.00 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701557177035393537 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701557177035393537 Peak-hour factor, PHF0.820.820.940.940.890.89 Adj. Flow (vph)35287491245259411 RTOR Reduction (vph)043 0000 Lane Group Flow (vph)3524449124526050 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)3 Turn Type PermProt Protected Phases 4 162 Permitted Phases 4 Actuated Green, G (s)22.522.54.5117.5108.5 Effective Green, g (s)22.522.54.5117.5108.5 Actuated g/C Ratio0.150.150.030.780.72 Clearance Time (s)4.54.54.55.55.5 Vehicle Extension (s)2.02.02.03.03.0 Lane Grp Cap (vph)2662345327722558 v/s Ratio Prot 0.02c0.030.35c0.74 v/s Ratio Permc0.16 v/c Ratio 0.131.040.920.451.02 Uniform Delay, d1 55.363.872.65.420.8 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.170.094.30.122.5 Delay (s)55.4133.8166.95.543.3 Level of Service EFFAD Approach Delay (s)125.3 11.743.3 Approach LOS F BD Intersection Summary HCM Average Control Delay 39.8HCM Level of Service D HCM Volume to Capacity ratio 1.02 Actuated Cycle Length (s) 150.0Sum of lost time (s)14.5 Intersection Capacity Utilization 87.0%ICU Level of Service E Analysis Period (min)15 c Critical Lane Group J - 209 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 3: Wildwood Road & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 4 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)63691210248559 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.880.880.940.940.890.89 Hourly flow rate (vph)741101287279266 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)600 pX, platoon unblocked0.280.280.28 vC, conflicting volume348814292858 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol472502499 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %08781 cM capacity (veh/h)030751 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 48106446441861997 Volume Left 710 0000 Volume Right 41 000066 cSH 1511700170017001700 Volume to Capacity49.490.190.380.381.090.59 Queue Length 95th (ft)Err16 0000 Control Delay (s)Err91.70.00.00.00.0 Lane LOSFF Approach Delay (s)Err0.7 0.0 Approach LOS F Intersection Summary Average Delay 113.8 Intersection Capacity Utilization 80.6%ICU Level of Service D Analysis Period (min)15 J - 210 Queues Cumulative (2025) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 5 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)42768852710762832 v/c Ratio 1.211.291.680.411.51 Control Delay 166.0172.7357.57.6262.4 Queue Delay 0.00.00.00.00.0 Total Delay 166.0172.7357.57.6262.4 Queue Length 50th (ft)~507~635~752183~2030 Queue Length 95th (ft)#714#865#809176#2105 Internal Link Dist (ft)1629 29701630 Turn Bay Length (ft)235 Base Capacity (vph)35453331326311870 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 1.211.291.680.411.51 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 211 HCM Signalized Intersection Capacity Analysis Cumulative (2025) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 6 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)3806124118391969552 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.03.54.54.5 Lane Util. Factor1.001.001.000.950.95 Frpb, ped/bikes 1.001.001.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.000.97 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701583177035393412 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701583177035393412 Peak-hour factor, PHF0.890.890.780.780.890.89 Adj. Flow (vph)42768852710762212620 RTOR Reduction (vph)021600170 Lane Group Flow (vph)427472527107628150 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)4 Turn Type PermProt Protected Phases 4 526 Permitted Phases 4 Actuated Green, G (s)30.030.026.5111.581.5 Effective Green, g (s)30.030.026.5111.581.5 Actuated g/C Ratio0.200.200.180.740.54 Clearance Time (s)4.04.03.54.54.5 Vehicle Extension (s)1.81.82.04.04.0 Lane Grp Cap (vph)35431731326311854 v/s Ratio Prot 0.24c0.300.30c0.83 v/s Ratio Permc0.30 v/c Ratio 1.211.491.680.411.52 Uniform Delay, d1 60.060.061.87.134.2 Progression Factor1.001.001.001.001.00 Incremental Delay, d2116.5236.1321.20.1236.1 Delay (s)176.5296.1383.07.2270.3 Level of ServiceFFFAF Approach Delay (s)250.3 130.8270.3 Approach LOS F FF Intersection Summary HCM Average Control Delay 226.0HCM Level of Service F HCM Volume to Capacity ratio 1.54 Actuated Cycle Length (s) 150.0Sum of lost time (s)12.0 Intersection Capacity Utilization 126.3%ICU Level of Service H Analysis Period (min)15 c Critical Lane Group J - 212 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 5: Ventura Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 7 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0240125025783 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0260135928023 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)585550 pX, platoon unblocked0.530.470.47 vC, conflicting volume348314032805 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol282302582 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10095100 cM capacity (veh/h)750477 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 2606796791868937 Volume Left 000000 Volume Right 26 00003 cSH 50417001700170017001700 Volume to Capacity0.050.000.400.401.100.55 Queue Length 95th (ft)400000 Control Delay (s)12.50.00.00.00.00.0 Lane LOSB Approach Delay (s)12.50.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 81.4%ICU Level of Service D Analysis Period (min)15 J - 213 Queues Cumulative (2025) 6: Mariposa Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 8 Lane GroupEBLEBTWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)36722733451507272801 v/c Ratio 0.470.550.230.170.960.520.390.96 Control Delay 86.844.470.51.8188.94.985.822.1 Queue Delay 0.00.00.00.00.00.00.09.7 Total Delay 86.844.470.51.8188.94.985.831.8 Queue Length 50th (ft)352513045218261003 Queue Length 95th (ft)7477290#13330161#1596 Internal Link Dist (ft)5211019 885 505 Turn Bay Length (ft)100 100 Base Capacity (vph)311394485447472899772915 Starvation Cap Reductn 0000000156 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.120.180.060.070.960.520.351.02 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 214 HCM Signalized Intersection Capacity Analysis Cumulative (2025) 6: Mariposa Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 9 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)33066250304111872002525725 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.54.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.001.00 0.971.00 1.000.95 1.000.95 Frt 1.000.85 1.000.85 1.000.98 1.001.00 Flt Protected 0.951.00 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)17701583343315831770346317703538 Flt Permitted 0.741.00 0.591.00 0.951.00 0.951.00 Satd. Flow (perm)13701583213815831770346317703538 Peak-hour factor, PHF0.920.920.920.920.920.920.920.920.920.920.920.92 Adj. Flow (vph)36072270334512902172727965 RTOR Reduction (vph)0430031 0040000 Lane Group Flow (vph)36290272045150302728010 Turn Type Perm Perm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 8 Actuated Green, G (s)8.48.4 8.48.4 4.0123.7 3.9123.6 Effective Green, g (s)8.48.4 8.48.4 4.0123.7 3.9123.6 Actuated g/C Ratio0.060.06 0.060.06 0.030.82 0.030.82 Clearance Time (s)4.54.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.02.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)7789 12089 472856 462915 v/s Ratio Prot 0.02 0.00c0.030.43 0.02c0.79 v/s Ratio Perm c0.03 0.01 v/c Ratio 0.470.32 0.230.02 0.960.53 0.590.96 Uniform Delay, d1 68.668.1 67.766.9 72.94.1 72.311.2 Progression Factor1.001.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d21.60.8 0.30.0113.30.7 11.79.8 Delay (s)70.368.8 68.066.9186.34.8 84.020.9 Level of Service EE EE FA FC Approach Delay (s)69.3 67.4 10.0 21.5 Approach LOS E E B C Intersection Summary HCM Average Control Delay 19.3HCM Level of Service B HCM Volume to Capacity ratio 0.93 Actuated Cycle Length (s) 150.0Sum of lost time (s)14.0 Intersection Capacity Utilization 87.7%ICU Level of Service E Analysis Period (min)15 c Critical Lane Group J - 215 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 7: Monterey Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 10 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0240142826612 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0260155228922 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)981965 pX, platoon unblocked0.380.200.20 vC, conflicting volume367014472895 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol38902461 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10088100 cM capacity (veh/h)22321236 Direction, Lane #EB 1NB 1NB 2SB 1SB 2 Volume Total 267767761928966 Volume Left 00000 Volume Right 26 0002 cSH 2121700170017001700 Volume to Capacity0.120.460.461.130.57 Queue Length 95th (ft)10 0000 Control Delay (s)24.30.00.00.00.0 Lane LOSC Approach Delay (s)24.30.0 0.0 Approach LOS C Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 83.6%ICU Level of Service E Analysis Period (min)15 J - 216 Queues Cumulative (2025) 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 11 Lane GroupEBTWBLWBTNBLNBTNBRSBLSBTSBR Lane Group Flow (vph)143922123215607438626928 v/c Ratio 1.360.920.570.520.850.090.861.010.01 Control Delay 236.9128.413.292.033.311.866.938.14.6 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 236.9128.413.292.033.311.866.938.14.6 Queue Length 50th (ft)~1187922758219314~12851 Queue Length 95th (ft)#213930#6764643#502#14756 Internal Link Dist (ft)485 705 220 2970 Turn Bay Length (ft)100 140 155100 250 Base Capacity (vph)16922256962186784846026621192 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.850.410.370.520.840.090.841.010.01 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 217 HCM Signalized Intersection Capacity Analysis Cumulative (2025) 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 12 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)340845711302612646033623427 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.5 4.54.5 4.55.05.04.55.05.0 Lane Util. Factor 1.00 1.001.00 1.000.951.001.000.951.00 Frpb, ped/bikes 0.98 1.000.98 1.001.001.001.001.001.00 Flpb, ped/bikes 1.00 1.001.00 1.001.001.001.001.001.00 Frt 0.90 1.000.85 1.001.000.851.001.000.85 Flt Protected 0.99 0.951.00 0.951.001.000.951.001.00 Satd. Flow (prot)162917701547177035391583177035391583 Flt Permitted 0.29 0.441.00 0.951.001.000.951.001.00 Satd. Flow (perm)481 8291547177035391583177035391583 Peak-hour factor, PHF0.820.820.820.620.620.620.810.810.810.870.870.87 Adj. Flow (vph)4101029222103215607438626928 RTOR Reduction (vph)0480018500013001 Lane Group Flow (vph)0950922703215606138626927 Confl. Peds. (#/hr)33 Confl. Bikes (#/hr)7 5 Turn Type Perm Perm ProtPermProtPerm Protected Phases 4 8 52 16 Permitted Phases 4 8 2 6 Actuated Green, G (s)15.5 15.515.5 3.568.268.232.797.497.4 Effective Green, g (s)15.5 15.515.5 3.568.268.232.797.497.4 Actuated g/C Ratio 0.12 0.120.12 0.030.520.520.250.750.75 Clearance Time (s)4.5 4.54.5 4.55.05.04.55.05.0 Vehicle Extension (s)2.0 2.02.0 2.04.04.02.04.04.0 Lane Grp Cap (vph)57 99184 48185182844426431182 v/s Ratio Prot 0.02 0.020.44c0.22c0.76 v/s Ratio Perm c0.20 0.11 0.04 0.00 v/c Ratio 1.67 0.930.15 0.670.840.070.871.020.01 Uniform Delay, d1 57.5 56.951.5 62.926.515.446.816.54.2 Progression Factor 1.00 1.001.00 1.001.001.001.001.001.00 Incremental Delay, d2 368.0 66.30.1 23.83.80.115.922.30.0 Delay (s)425.4123.251.7 86.730.415.562.738.84.2 Level of Service F FD FCBEDA Approach Delay (s)425.4 73.3 30.8 41.7 Approach LOS F E C D Intersection Summary HCM Average Control Delay 50.6HCM Level of Service D HCM Volume to Capacity ratio 1.12 Actuated Cycle Length (s) 130.4Sum of lost time (s)14.0 Intersection Capacity Utilization 100.9%ICU Level of Service G Analysis Period (min)15 c Critical Lane Group J - 218 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 10: Turbo Spa Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 13 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)000000013504024794 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)000000014674026954 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)1280 300 pX, platoon unblocked0.260.260.260.260.26 0.26 vC, conflicting volume343041681349281741687362699 1472 vC1, stage 1 conf vol2697269714701470 vC2, stage 2 conf vol734147213472699 vCu, unblocked vol4667752502291752573618341472 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100100100100100100 100 cM capacity (veh/h)20312801133136285 454 Direction, Lane #EB 1WB 1NB 1NB 2SB 1SB 2 Volume Total 0073473813471352 Volume Left 000000 Volume Right 000404 cSH170017008517004541700 Volume to Capacity0.000.000.000.430.000.80 Queue Length 95th (ft)000000 Control Delay (s)0.00.00.00.00.00.0 Lane LOS AA Approach Delay (s)0.00.00.0 0.0 Approach LOS AA Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 72.0%ICU Level of Service C Analysis Period (min)15 J - 219 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 11: Performance Auto Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 14 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0010135424790 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0011147226950 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTLTWLTL Median storage veh)22 Upstream signal (ft)1055525 pX, platoon unblocked0.260.260.26 vC, conflicting volume345213472695 vC1, stage 1 conf vol2695 vC2, stage 2 conf vol758 vCu, unblocked vol473101831 tC, single (s)6.86.94.1 tC, 2 stage (s)5.8 tF (s)3.53.32.2 p0 queue free %10010087 cM capacity (veh/h)2928386 Direction, Lane #EB 1NB 1NB 2SB 1SB 2 Volume Total 05019811796898 Volume Left011000 Volume Right 00000 cSH170086170017001700 Volume to Capacity0.000.130.581.060.53 Queue Length 95th (ft)010000 Control Delay (s)0.010.30.00.00.0 Lane LOS AB Approach Delay (s)0.03.5 0.0 Approach LOS A Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 71.9%ICU Level of Service C Analysis Period (min)15 J - 220 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 12: European Auto Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 15 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)201364802479 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)201483902695 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)925 655 pX, platoon unblocked0.320.88 0.88 vC, conflicting volume2834746 1491 vC1, stage 1 conf vol1487 vC2, stage 2 conf vol1347 vCu, unblocked vol8394451290 tC, single (s)6.86.9 4.1 tC, 2 stage (s)5.8 tF (s)3.53.3 2.2 p0 queue free %99100 100 cM capacity (veh/h)175495 471 Direction, Lane #WB 1NB 1NB 2SB 1SB 2 Volume Total 29885038981796 Volume Left 20000 Volume Right 00900 cSH175170017004711700 Volume to Capacity0.010.580.300.001.06 Queue Length 95th (ft)10000 Control Delay (s)25.80.00.00.00.0 Lane LOSD Approach Delay (s)25.80.0 0.0 Approach LOS D Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 78.5%ICU Level of Service D Analysis Period (min)15 J - 221 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 14: Castle Plastics Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 16 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)002300146135810424770 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)002330157147611426920 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)750 830 pX, platoon unblocked0.290.290.270.290.290.950.27 0.95 vC, conflicting volume322142011346284641904922692 1487 vC1, stage 1 conf vol2701270114891489 vC2, stage 2 conf vol520150013572701 vCu, unblocked vol2702607001412603327518401324 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %10010099741009892 99 cM capacity (veh/h)19302881242468587 491 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2 Volume Total 2483025905901113511346 Volume Left033 700040 Volume Right 2150001100 cSH 288168871700170017004911700 Volume to Capacity0.010.290.080.350.350.010.010.79 Queue Length 95th (ft)128 600010 Control Delay (s)17.634.85.50.00.00.00.60.0 Lane LOSCDAA Approach Delay (s)17.634.81.1 0.3 Approach LOS CD Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 87.1%ICU Level of Service E Analysis Period (min)15 J - 222 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 15: Dublin Self Storage Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 17 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)220137225072 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)220149127252 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTLTWLTL Median storage veh)22 Upstream signal (ft)610970 pX, platoon unblocked0.300.270.27 vC, conflicting volume322313642727 vC1, stage 1 conf vol2726 vC2, stage 2 conf vol497 vCu, unblocked vol244001979 tC, single (s)6.86.94.1 tC, 2 stage (s)5.8 tF (s)3.53.32.2 p0 queue free %9199100 cM capacity (veh/h)2429077 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 42985975971817911 Volume Left 200000 Volume Right 200002 cSH45771700170017001700 Volume to Capacity0.100.000.350.351.070.54 Queue Length 95th (ft)800000 Control Delay (s)93.10.00.00.00.00.0 Lane LOSF Approach Delay (s)93.10.0 0.0 Approach LOS F Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 79.4%ICU Level of Service D Analysis Period (min)15 J - 223 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 16: Denica's Cafe Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 18 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)10142015101366195249014 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.750.750.750.650.650.650.830.830.830.940.940.94 Hourly flow rate (vph)10193128121646235264915 Pedestrians 1 1 Lane Width (ft)12.0 12.0 Walking Speed (ft/s)4.0 4.0 Percent Blockage 0 0 Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)400 1180 pX, platoon unblocked0.320.320.270.320.320.900.27 0.90 vC, conflicting volume324943621333303643585612665 1670 vC1, stage 1 conf vol2668266816821682 vC2, stage 2 conf vol581169413542675 vCu, unblocked vol1931538901269537612917691359 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %941009472939987 99 cM capacity (veh/h)22342951092280895 452 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 204042382343413301339 Volume Left 13112 0050 Volume Right 1980023015 cSH 16311095170017004521700 Volume to Capacity0.120.360.130.480.260.010.79 Queue Length 95th (ft)103710 0010 Control Delay (s)30.255.39.30.00.00.70.0 Lane LOSDFAA Approach Delay (s)30.255.32.3 0.4 Approach LOS DF Intersection Summary Average Delay 1.8 Intersection Capacity Utilization 87.5%ICU Level of Service E Analysis Period (min)15 J - 224 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 18: Quality Tune Up Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 19 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)001395222522 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)001516222741 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)180 pX, platoon unblocked0.890.89 0.89 vC, conflicting volume2892507 1518 vC1, stage 1 conf vol1517 vC2, stage 2 conf vol1375 vCu, unblocked vol2697221157 tC, single (s)6.86.9 4.1 tC, 2 stage (s)5.8 tF (s)3.53.3 2.2 p0 queue free %100100 100 cM capacity (veh/h)144936 535 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 06076073059161828 Volume Left 000020 Volume Right 000200 cSH17001700170017005351700 Volume to Capacity0.000.360.360.180.001.08 Queue Length 95th (ft)000000 Control Delay (s)0.00.00.00.00.10.0 Lane LOS A A Approach Delay (s)0.00.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 74.4%ICU Level of Service D Analysis Period (min)15 J - 225 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 20: Mini Mart Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 20 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)0020 0022139520251210 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)0022 0022151620273011 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None TWLTL Median storage veh)2 Upstream signal (ft)80 pX, platoon unblocked0.890.89 0.890.890.89 0.89 vC, conflicting volume324842591371290942635072741 1518 vC1, stage 1 conf vol2736273615221522 vC2, stage 2 conf vol512152313872741 vCu, unblocked vol30894228137127074233027411140 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %1001008410010010098 100 cM capacity (veh/h)20411369838962144 540 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 2223817583811820921 Volume Left 0020000 Volume Right 22 2002011 cSH 1369621441700170017001700 Volume to Capacity0.160.000.020.450.221.070.54 Queue Length 95th (ft)14 010000 Control Delay (s)36.48.70.80.00.00.00.0 Lane LOSEAA Approach Delay (s)36.48.70.2 0.0 Approach LOS EA Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 79.8%ICU Level of Service D Analysis Period (min)15 J - 226 Queues Cumulative (2025) 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 21 Lane GroupEBLEBTEBRWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)4425567213311745192674 v/c Ratio 0.420.010.330.640.151.090.470.350.90 Control Delay 75.159.019.492.233.9133.65.087.227.6 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 75.159.019.492.233.9133.65.087.227.6 Queue Length 50th (ft)4220656~36517819783 Queue Length 95th (ft)81114410028#49821849#1047 Internal Link Dist (ft)335 229 570 1 Turn Bay Length (ft)75 7530 150 65 Base Capacity (vph)2863853652873473033680582986 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.150.010.150.230.061.090.470.330.90 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 227 HCM Signalized Intersection Capacity Analysis Cumulative (2025) 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 22 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)41251535122751346103182383131 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)3.53.53.54.04.0 3.55.0 3.55.0 Lane Util. Factor 1.001.001.001.001.00 1.000.91 1.000.91 Frpb, ped/bikes 1.001.000.981.000.99 1.001.00 1.001.00 Flpb, ped/bikes 1.001.001.001.001.00 1.001.00 1.001.00 Frt 1.001.000.851.000.89 1.000.99 1.000.99 Flt Protected 0.951.001.000.951.00 0.951.00 0.951.00 Satd. Flow (prot)158816761402158614811593437015934535 Flt Permitted 0.741.001.000.761.00 0.951.00 0.951.00 Satd. Flow (perm)124316761402126314811593437015934535 Peak-hour factor, PHF0.930.930.930.790.790.790.830.830.840.940.940.94 Adj. Flow (vph)44255676153311622123192535139 RTOR Reduction (vph)0051014 0030030 Lane Group Flow (vph)44246770331174201926710 Confl. Peds. (#/hr)23323223 Parking (#/hr)0 Turn Type PermPermPerm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 48 Actuated Green, G (s)11.611.611.611.111.1 28.5123.1 3.397.9 Effective Green, g (s)11.611.611.611.111.1 28.5123.1 3.397.9 Actuated g/C Ratio0.080.080.080.070.07 0.190.82 0.020.65 Clearance Time (s)3.53.53.54.04.0 3.55.0 3.55.0 Vehicle Extension (s)2.02.02.02.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)9613010893110 3033586 352960 v/s Ratio Prot 0.00 0.00c0.210.40 0.01c0.59 v/s Ratio Perm 0.04 0.00c0.05 v/c Ratio 0.460.020.040.720.06 1.090.49 0.540.90 Uniform Delay, d1 66.263.964.067.964.6 60.84.0 72.622.0 Progression Factor1.001.001.001.001.00 1.001.00 1.001.00 Incremental Delay, d21.30.00.120.60.1 78.70.5 8.95.0 Delay (s)67.563.964.188.564.7139.44.5 81.527.1 Level of Service EEEFE FA FC Approach Delay (s)65.6 82.8 26.0 27.4 Approach LOS E F C C Intersection Summary HCM Average Control Delay 28.6HCM Level of Service C HCM Volume to Capacity ratio 0.93 Actuated Cycle Length (s) 150.0Sum of lost time (s)12.5 Intersection Capacity Utilization 93.2%ICU Level of Service F Analysis Period (min)15 c Critical Lane Group J - 228 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 1: Fall Creek Road & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 1 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)313321840156615 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.930.930.890.89 Hourly flow rate (vph)314341978176017 Pedestrians 1 Lane Width (ft)12.0 Walking Speed (ft/s)4.0 Percent Blockage 0 Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume28278891777 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol28278891777 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %749590 cM capacity (veh/h)13286345 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 17349899891173603 Volume Left 334 0000 Volume Right 14 000017 cSH 563451700170017001700 Volume to Capacity0.310.100.580.580.690.35 Queue Length 95th (ft)27 80000 Control Delay (s)94.916.60.00.00.00.0 Lane LOSFC Approach Delay (s)94.90.3 0.0 Approach LOS F Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 60.9%ICU Level of Service B Analysis Period (min)15 J - 229 Queues Cumulative (2025) 2: Willow Creek Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 2 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)2011316719741774 v/c Ratio 0.140.500.750.670.80 Control Delay 34.415.255.15.115.3 Queue Delay 0.00.00.00.00.0 Total Delay 34.415.255.15.115.3 Queue Length 50th (ft)9076152303 Queue Length 95th (ft)2635#179283452 Internal Link Dist (ft)585 5201720 Turn Bay Length (ft)50 165 Base Capacity (vph)48150622329312219 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.040.220.750.670.80 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 230 HCM Signalized Intersection Capacity Analysis Cumulative (2025) 2: Willow Creek Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 3 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)16931571856156019 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.54.54.55.55.5 Lane Util. Factor1.001.001.000.950.95 Frpb, ped/bikes 1.000.981.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.001.00 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701548177035393532 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701548177035393532 Peak-hour factor, PHF0.820.820.940.940.890.89 Adj. Flow (vph)201131671974175321 RTOR Reduction (vph)0106 0010 Lane Group Flow (vph)207167197417730 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)3 Turn Type PermProt Protected Phases 4 162 Permitted Phases 4 Actuated Green, G (s)5.05.09.561.447.4 Effective Green, g (s)5.05.09.561.447.4 Actuated g/C Ratio0.070.070.120.800.62 Clearance Time (s)4.54.54.55.55.5 Vehicle Extension (s)2.02.02.03.03.0 Lane Grp Cap (vph)11610122028442191 v/s Ratio Prot c0.01 0.09c0.56c0.50 v/s Ratio Perm 0.00 v/c Ratio 0.170.070.760.690.81 Uniform Delay, d1 33.733.532.33.311.1 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.30.112.50.72.3 Delay (s)34.033.644.84.113.4 Level of Service CCDAB Approach Delay (s)33.7 7.313.4 Approach LOS C AB Intersection Summary HCM Average Control Delay 10.8HCM Level of Service B HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 76.4Sum of lost time (s)15.5 Intersection Capacity Utilization 67.8%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group J - 231 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 3: Wildwood Road & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 4 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)6936200716449 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.880.880.940.940.890.89 Hourly flow rate (vph)710382135184710 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)600 pX, platoon unblocked0.570.570.57 vC, conflicting volume29969291857 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol29940990 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %09890 cM capacity (veh/h)5616395 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 1738106810681231626 Volume Left 738 0000 Volume Right 10 000010 cSH 143951700170017001700 Volume to Capacity1.260.100.630.630.720.37 Queue Length 95th (ft)69 80000 Control Delay (s)720.015.10.00.00.00.0 Lane LOS FC Approach Delay (s)720.00.3 0.0 Approach LOS F Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 65.5%ICU Level of Service C Analysis Period (min)15 J - 232 Queues Cumulative (2025) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 5 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)39346766221711858 v/c Ratio 1.160.721.370.831.22 Control Delay 144.413.2216.514.8136.1 Queue Delay 0.00.00.00.00.0 Total Delay 144.413.2216.514.8136.1 Queue Length 50th (ft)~39026~736565~993 Queue Length 95th (ft)#583137#785466#1113 Internal Link Dist (ft)1629 29701630 Turn Bay Length (ft)235 Base Capacity (vph)34065248326271526 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 1.160.721.370.831.22 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 233 HCM Signalized Intersection Capacity Analysis Cumulative (2025) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 6 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)35041651616931131522 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.03.54.54.5 Lane Util. Factor1.001.001.000.950.95 Frpb, ped/bikes 1.001.001.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.000.95 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701583177035393355 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701583177035393355 Peak-hour factor, PHF0.890.890.780.780.890.89 Adj. Flow (vph)39346766221711271587 RTOR Reduction (vph)034700420 Lane Group Flow (vph)393120662217118160 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)4 Turn Type PermProt Protected Phases 4 526 Permitted Phases 4 Actuated Green, G (s)25.025.035.596.557.5 Effective Green, g (s)25.025.035.596.557.5 Actuated g/C Ratio0.190.190.270.740.44 Clearance Time (s)4.04.03.54.54.5 Vehicle Extension (s)1.81.82.04.04.0 Lane Grp Cap (vph)34030448326271484 v/s Ratio Prot c0.22c0.370.61c0.54 v/s Ratio Perm 0.08 v/c Ratio 1.160.391.370.831.22 Uniform Delay, d1 52.545.947.211.236.2 Progression Factor1.001.001.001.001.00 Incremental Delay, d298.20.3179.62.4107.0 Delay (s)150.746.2226.813.5143.2 Level of ServiceFDFBF Approach Delay (s)93.9 63.4143.2 Approach LOSFEF Intersection Summary HCM Average Control Delay 94.8HCM Level of Service F HCM Volume to Capacity ratio 1.25 Actuated Cycle Length (s) 130.0Sum of lost time (s)12.0 Intersection Capacity Utilization 106.4%ICU Level of Service G Analysis Period (min)15 c Critical Lane Group J - 234 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 5: Ventura Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 7 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0150220915407 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0160240116748 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)585550 pX, platoon unblocked0.580.580.58 vC, conflicting volume28788411682 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol00742 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10097100 cM capacity (veh/h)591633503 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 160120112011116566 Volume Left 000000 Volume Right 16 00008 cSH 63317001700170017001700 Volume to Capacity0.030.000.710.710.660.33 Queue Length 95th (ft)200000 Control Delay (s)10.80.00.00.00.00.0 Lane LOSB Approach Delay (s)10.80.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 64.4%ICU Level of Service C Analysis Period (min)15 J - 235 Queues Cumulative (2025) 6: Mariposa Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 8 Lane GroupEBLEBTWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)2241563731172416211669 v/c Ratio 0.090.100.980.180.721.030.300.84 Control Delay 35.50.677.19.172.847.862.925.0 Queue Delay 0.00.00.00.00.00.00.00.0 Total Delay 35.50.677.19.172.847.862.925.0 Queue Length 50th (ft)12020508177315497 Queue Length 95th (ft)340#31937#157#117242610 Internal Link Dist (ft)5211019 885 505 Turn Bay Length (ft)100 100 Base Capacity (vph)2874425734031802337691993 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.080.090.980.180.651.030.300.84 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 236 HCM Signalized Intersection Capacity Analysis Cumulative (2025) 6: Mariposa Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 9 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)20038518067108212210019152214 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.54.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.001.00 0.971.00 1.000.95 1.000.95 Frt 1.000.85 1.000.85 1.000.99 1.001.00 Flt Protected 0.951.00 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)17701583343315831770351517703534 Flt Permitted 0.711.00 0.731.00 0.951.00 0.951.00 Satd. Flow (perm)13221583263915831770351517703534 Peak-hour factor, PHF0.920.920.920.920.920.920.920.920.920.920.920.92 Adj. Flow (vph)22041563073117230710921165415 RTOR Reduction (vph)0320057 0030000 Lane Group Flow (vph)2290563160117241302116690 Turn Type Perm Perm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 8 Actuated Green, G (s)23.923.9 23.923.9 10.170.4 1.762.0 Effective Green, g (s)23.923.9 23.923.9 10.170.4 1.762.0 Actuated g/C Ratio0.220.22 0.220.22 0.090.64 0.020.56 Clearance Time (s)4.54.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.02.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)287344 573344 1632250 271992 v/s Ratio Prot 0.01 0.01c0.07c0.69 0.010.47 v/s Ratio Perm 0.02 c0.21 v/c Ratio 0.080.03 0.980.05 0.721.07 0.780.84 Uniform Delay, d1 34.333.9 42.834.0 48.619.8 54.019.8 Progression Factor1.001.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d20.00.0 32.90.0 11.841.8 76.64.4 Delay (s)34.333.9 75.734.1 60.461.6130.624.2 Level of Service CC EC EE FC Approach Delay (s)34.0 70.9 61.6 25.6 Approach LOS C E E C Intersection Summary HCM Average Control Delay 50.1HCM Level of Service D HCM Volume to Capacity ratio 1.06 Actuated Cycle Length (s) 110.0Sum of lost time (s)14.0 Intersection Capacity Utilization 98.3%ICU Level of Service F Analysis Period (min)15 c Critical Lane Group J - 237 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 7: Monterey Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 10 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0150233020717 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0160253322518 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)981965 pX, platoon unblocked0.670.430.43 vC, conflicting volume352111292259 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol48101257 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10096100 cM capacity (veh/h)345461234 Direction, Lane #EB 1NB 1NB 2SB 1SB 2 Volume Total 16126612661501758 Volume Left 00000 Volume Right 16 0008 cSH 4611700170017001700 Volume to Capacity0.040.740.740.880.45 Queue Length 95th (ft)30000 Control Delay (s)13.10.00.00.00.0 Lane LOSB Approach Delay (s)13.10.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 67.7%ICU Level of Service C Analysis Period (min)15 J - 238 Queues Cumulative (2025) 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 11 Lane GroupEBTWBLWBTNBLNBTNBRSBLSBTSBR Lane Group Flow (vph)1615547680248537552180145 v/c Ratio 0.950.350.930.691.400.051.460.780.04 Control Delay 72.152.946.292.1210.316.8257.122.06.1 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 72.152.946.292.1210.316.8257.122.06.1 Queue Length 50th (ft)344217869~151212~6535565 Queue Length 95th (ft)#1485696#136#165234#96783524 Internal Link Dist (ft)485 705 220 2970 Turn Bay Length (ft)100 140 155100 250 Base Capacity (vph)200267673126178180137923071042 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.810.210.710.631.400.051.460.780.04 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 239 HCM Signalized Intersection Capacity Analysis Cumulative (2025) 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 12 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)23110834129465201330480156739 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.5 4.54.5 4.55.05.04.55.05.0 Lane Util. Factor 1.00 1.001.00 1.000.951.001.000.951.00 Frpb, ped/bikes 0.98 1.000.98 1.001.001.001.001.001.00 Flpb, ped/bikes 1.00 1.001.00 1.001.001.001.001.001.00 Frt 0.89 1.000.85 1.001.000.851.001.000.85 Flt Protected 0.99 0.951.00 0.951.001.000.951.001.00 Satd. Flow (prot)161417701550177035391583177035391583 Flt Permitted 0.22 0.471.00 0.951.001.000.951.001.00 Satd. Flow (perm)366 8781550177035391583177035391583 Peak-hour factor, PHF0.820.820.820.620.620.620.810.810.810.870.870.87 Adj. Flow (vph)28113255247480248537552180145 RTOR Reduction (vph)010400237 00040010 Lane Group Flow (vph)057055239080248533552180135 Confl. Peds. (#/hr)33 Confl. Bikes (#/hr)7 5 Turn Type Perm Perm ProtPermProtPerm Protected Phases 4 8 52 16 Permitted Phases 4 8 2 6 Actuated Green, G (s)23.8 23.823.8 8.867.467.428.787.387.3 Effective Green, g (s)23.8 23.823.8 8.867.467.428.787.387.3 Actuated g/C Ratio 0.18 0.180.18 0.070.500.500.210.650.65 Clearance Time (s)4.5 4.54.5 4.55.05.04.55.05.0 Vehicle Extension (s)2.0 2.02.0 2.04.04.02.04.04.0 Lane Grp Cap (vph)65 156276 116178179737923071032 v/s Ratio Prot 0.15 0.05c0.70c0.310.51 v/s Ratio Perm c0.15 0.06 0.02 0.02 v/c Ratio 0.87 0.350.87 0.691.400.041.460.780.03 Uniform Delay, d1 53.5 48.353.5 61.233.216.952.616.58.3 Progression Factor 1.00 1.001.00 1.001.001.001.001.001.00 Incremental Delay, d2 66.5 0.522.9 12.8181.40.0219.61.90.0 Delay (s)120.1 48.876.4 74.0214.616.9272.218.48.3 Level of Service F DE EFBFBA Approach Delay (s)120.1 73.6 207.5 76.6 Approach LOS F E F E Intersection Summary HCM Average Control Delay 137.4HCM Level of Service F HCM Volume to Capacity ratio 1.31 Actuated Cycle Length (s) 133.9Sum of lost time (s)14.0 Intersection Capacity Utilization 122.9%ICU Level of Service H Analysis Period (min)15 c Critical Lane Group J - 240 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 10: Turbo Spa Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 13 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)008600221082217070 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)009700222912218550 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)1280 300 pX, platoon unblocked0.630.630.630.630.63 0.63 vC, conflicting volume301041589283238415711471855 2293 vC1, stage 1 conf vol1860186022972297 vC2, stage 2 conf vol11502298 9411860 vCu, unblocked vol3016483703377483611471183 2293 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100998310010099 99 cM capacity (veh/h)100606833862193369 217 Direction, Lane #EB 1WB 1NB 1NB 2SB 1SB 2 Volume Total 9711481148930928 Volume Left 072020 Volume Right 900200 cSH6833836917002171700 Volume to Capacity0.010.170.010.680.010.55 Queue Length 95th (ft)114 0010 Control Delay (s)10.3117.40.30.00.50.0 Lane LOSBFAA Approach Delay (s)10.3117.40.1 0.3 Approach LOS BF Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 71.4%ICU Level of Service C Analysis Period (min)15 J - 241 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 11: Performance Auto Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 14 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)488210817201 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)499229118701 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTLTWLTL Median storage veh)22 Upstream signal (ft)1055525 pX, platoon unblocked0.620.620.62 vC, conflicting volume30339351871 vC1, stage 1 conf vol1870 vC2, stage 2 conf vol1163 vCu, unblocked vol305301193 tC, single (s)6.86.94.1 tC, 2 stage (s)5.8 tF (s)3.53.32.2 p0 queue free %979998 cM capacity (veh/h)125678363 Direction, Lane #EB 1NB 1NB 2SB 1SB 2 Volume Total 1377215281246624 Volume Left 49000 Volume Right 90001 cSH274363170017001700 Volume to Capacity0.050.020.900.730.37 Queue Length 95th (ft)42000 Control Delay (s)18.80.80.00.00.0 Lane LOSCA Approach Delay (s)18.80.3 0.0 Approach LOS C Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 73.8%ICU Level of Service D Analysis Period (min)15 J - 242 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 12: European Auto Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 15 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)422114401728 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)422298401878 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)925 655 pX, platoon unblocked0.720.53 0.53 vC, conflicting volume32391151 2302 vC1, stage 1 conf vol2300 vC2, stage 2 conf vol939 vCu, unblocked vol98101695 tC, single (s)6.86.9 4.1 tC, 2 stage (s)5.8 tF (s)3.53.3 2.2 p0 queue free %94100 100 cM capacity (veh/h)77580 199 Direction, Lane #WB 1NB 1NB 2SB 1SB 2 Volume Total 715327706261252 Volume Left 40000 Volume Right 20400 cSH108170017001991700 Volume to Capacity0.060.900.450.000.74 Queue Length 95th (ft)50000 Control Delay (s)40.30.00.00.00.0 Lane LOSE Approach Delay (s)40.30.0 0.0 Approach LOS E Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 68.6%ICU Level of Service C Analysis Period (min)15 J - 243 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 14: Castle Plastics Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 16 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)6010404102108281217200 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)7011404112291301318700 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)750 830 pX, platoon unblocked0.780.780.620.780.780.680.62 0.68 vC, conflicting volume26864239935328542097641870 2322 vC1, stage 1 conf vol1896189623132313 vC2, stage 2 conf vol7902343 9721896 vCu, unblocked vol 14021380911209901171 1305 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %9910098961009997 96 cM capacity (veh/h)643103670112107739366 359 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2 Volume Total 17946991791730948935 Volume Left 7411000130 Volume Right 11 40003000 cSH 6601953661700170017003591700 Volume to Capacity0.030.040.030.540.540.020.040.55 Queue Length 95th (ft)23200030 Control Delay (s)10.624.41.00.00.00.01.40.0 Lane LOSBCAA Approach Delay (s)10.624.40.2 0.7 Approach LOS BC Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 65.9%ICU Level of Service C Analysis Period (min)15 J - 244 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 15: Dublin Self-Storage Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 17 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)222214417322 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)222233018832 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTLTWLTL Median storage veh)22 Upstream signal (ft)610970 pX, platoon unblocked0.780.620.62 vC, conflicting volume26659421885 vC1, stage 1 conf vol1884 vC2, stage 2 conf vol781 vCu, unblocked vol701192 tC, single (s)6.86.94.1 tC, 2 stage (s)5.8 tF (s)3.53.32.2 p0 queue free %10010099 cM capacity (veh/h)790669359 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 44689329321255630 Volume Left 220000 Volume Right 200002 cSH7243591700170017001700 Volume to Capacity0.010.010.550.550.740.37 Queue Length 95th (ft)000000 Control Delay (s)10.00.20.00.00.00.0 Lane LOSAA Approach Delay (s)10.00.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 57.9%ICU Level of Service B Analysis Period (min)15 J - 245 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 16: Denica's Cafe Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 18 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)1806380229212643717216 Sign Control Stop Stop Free Free Grade 0%0%0%0% Peak Hour Factor 0.750.750.750.650.650.650.830.830.830.940.940.94 Hourly flow rate (vph)2408580335256152718316 Pedestrians11 Lane Width (ft)12.0 12.0 Walking Speed (ft/s)4.0 4.0 Percent Blockage 0 0 Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)400 1180 pX, platoon unblocked0.810.810.620.810.810.620.62 0.62 vC, conflicting volume27774534920359745118811838 2614 vC1, stage 1 conf vol1850185026582658 vC2, stage 2 conf vol9272684 9381853 vCu, unblocked vol 020950935206601125 1470 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %97100991910010091 97 cM capacity (veh/h)749806717284674382 283 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 32626751281692923922 Volume Left 245835 0070 Volume Right 83005206 cSH72875382170017002831700 Volume to Capacity0.040.820.090.750.410.030.54 Queue Length 95th (ft)3101 80020 Control Delay (s)10.2151.02.90.00.01.20.0 Lane LOSBFAA Approach Delay (s)10.2151.00.7 0.6 Approach LOS BF Intersection Summary Average Delay 2.8 Intersection Capacity Utilization 72.4%ICU Level of Service C Analysis Period (min)15 J - 246 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 18: Quality Tune Up Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 19 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)0102188401765 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0112378401918 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh)2 2 Upstream signal (ft)180 pX, platoon unblocked0.610.61 0.61 vC, conflicting volume3340795 2383 vC1, stage 1 conf vol2380 vC2, stage 2 conf vol959 vCu, unblocked vol261301056 tC, single (s)6.86.9 4.1 tC, 2 stage (s)5.8 tF (s)3.53.3 2.2 p0 queue free %10098 100 cM capacity (veh/h)152667 403 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 119519514806391279 Volume Left 000000 Volume Right 11 00400 cSH 6671700170017004031700 Volume to Capacity0.020.560.560.280.000.75 Queue Length 95th (ft)100000 Control Delay (s)10.50.00.00.00.00.0 Lane LOSB Approach Delay (s)10.50.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 58.8%ICU Level of Service B Analysis Period (min)15 J - 247 HCM Unsignalized Intersection Capacity Analysis Cumulative (2025) 20: Mini Mart Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 20 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)6048 000421862017632 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)7052 000423762019162 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None TWLTL Median storage veh)2 Upstream signal (ft)80 pX, platoon unblocked0.610.61 0.610.610.61 0.61 vC, conflicting volume27184304959339643047931918 2378 vC1, stage 1 conf vol1917191723862386 vC2, stage 2 conf vol801238710101918 vCu, unblocked vol1584418095926944180019181028 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s)6.55.5 6.55.5 tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %901008010010010099 100 cM capacity (veh/h)689025711288663305 410 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2 Volume Total 59059811885961278641 Volume Left 7040000 Volume Right 52 000202 cSH 19617003051700170017001700 Volume to Capacity0.300.000.010.700.350.750.38 Queue Length 95th (ft)30 010000 Control Delay (s)31.00.00.50.00.00.00.0 Lane LOSDAA Approach Delay (s)31.00.00.1 0.0 Approach LOS DA Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 58.8%ICU Level of Service B Analysis Period (min)15 J - 248 Queues Cumulative (2025) 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 21 Lane GroupEBLEBTEBRWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)122913514349952554231904 v/c Ratio 0.630.030.400.740.190.620.790.350.66 Control Delay 56.735.49.865.115.564.813.866.415.4 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 56.735.49.865.115.564.813.866.415.4 Queue Length 50th (ft)81509856530916285 Queue Length 95th (ft)13318491332910853244441 Internal Link Dist (ft)335 229 570 1 Turn Bay Length (ft)75 7530 150 65 Base Capacity (vph)3785235313864732013232652893 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.320.020.250.370.100.470.790.350.66 Intersection Summary J - 249 HCM Signalized Intersection Capacity Analysis Cumulative (2025) 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 22 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)11381261136327920477422171772 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)3.53.53.54.04.0 3.55.0 3.55.0 Lane Util. Factor 1.001.001.001.001.00 1.000.91 1.000.91 Frpb, ped/bikes 1.001.000.991.000.99 1.001.00 1.001.00 Flpb, ped/bikes 1.001.001.001.001.00 1.001.00 1.001.00 Frt 1.001.000.851.000.87 1.000.99 1.000.99 Flt Protected 0.951.001.000.951.00 0.951.00 0.951.00 Satd. Flow (prot)158916761404158814491593439815934544 Flt Permitted 0.731.001.000.751.00 0.951.00 0.951.00 Satd. Flow (perm)121316761404125714491593439815934544 Peak-hour factor, PHF0.930.930.930.790.790.790.830.830.840.940.940.94 Adj. Flow (vph)12291351438419524668823182777 RTOR Reduction (vph)00114035 0020030 Lane Group Flow (vph)12292114314095255202319010 Confl. Peds. (#/hr)23323223 Parking (#/hr)0 Turn Type PermPermPerm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 48 Actuated Green, G (s)17.517.517.517.017.0 10.578.7 1.870.0 Effective Green, g (s)17.517.517.517.017.0 10.578.7 1.870.0 Actuated g/C Ratio0.160.160.160.150.15 0.100.72 0.020.64 Clearance Time (s)3.53.53.54.04.0 3.55.0 3.55.0 Vehicle Extension (s)2.02.02.02.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)193267223194224 1523147 262892 v/s Ratio Prot 0.01 0.01c0.06c0.58 0.010.42 v/s Ratio Perm 0.10 0.02c0.11 v/c Ratio 0.630.030.100.740.06 0.620.81 0.880.66 Uniform Delay, d1 43.239.139.544.439.7 47.910.6 54.012.5 Progression Factor1.001.001.001.001.00 1.001.00 1.001.00 Incremental Delay, d24.90.00.111.80.0 5.72.4123.31.2 Delay (s)48.139.139.656.239.8 53.513.0177.313.7 Level of Service DDDED DB FB Approach Delay (s)43.5 52.0 14.4 15.6 Approach LOS D D B B Intersection Summary HCM Average Control Delay 17.9HCM Level of Service B HCM Volume to Capacity ratio 0.80 Actuated Cycle Length (s) 110.0Sum of lost time (s)12.5 Intersection Capacity Utilization 75.0%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 250 EXISTING + PROJECT TRAFFIC CONDITIONS J - 251 HCM Unsignalized Intersection Capacity Analysis Existing + Project 1: Fall Creek Road & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 1 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0301147116403 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.930.930.890.89 Hourly flow rate (vph)0331250618433 Pedestrians 1 Lane Width (ft)12.0 Walking Speed (ft/s)4.0 Percent Blockage 0 Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume20386171847 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol20386171847 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009296 cM capacity (veh/h)47433324 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 3312169169169737737372 Volume Left 012 000000 Volume Right 33 0000003 cSH 433324170017001700170017001700 Volume to Capacity0.080.040.100.100.100.430.430.22 Queue Length 95th (ft)63000000 Control Delay (s)14.016.50.00.00.00.00.00.0 Lane LOSBC Approach Delay (s)14.00.4 0.0 Approach LOS B Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 41.8%ICU Level of Service A Analysis Period (min)15 J - 252 Queues Existing + Project 2: Willow Creek Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 2 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)46287494721876 v/c Ratio 0.220.660.250.130.62 Control Delay 30.412.232.22.99.8 Queue Delay 0.00.00.00.00.0 Total Delay 30.412.232.22.99.8 Queue Length 50th (ft)1801913158 Queue Length 95th (ft)43465230267 Internal Link Dist (ft)585 5201720 Turn Bay Length (ft)50 230 Base Capacity (vph)79686079650023708 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.060.330.060.090.51 Intersection Summary J - 253 HCM Signalized Intersection Capacity Analysis Existing + Project 2: Willow Creek Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 3 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)3823546444166010 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.54.54.55.55.5 Lane Util. Factor1.001.001.000.910.91 Frpb, ped/bikes 1.000.981.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.001.00 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701555177050855080 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701555177050855080 Peak-hour factor, PHF0.820.820.940.940.890.89 Adj. Flow (vph)4628749472186511 RTOR Reduction (vph)0254 0000 Lane Group Flow (vph)46334947218760 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)3 Turn Type PermProt Protected Phases 4 162 Permitted Phases 4 Actuated Green, G (s)6.96.93.743.335.1 Effective Green, g (s)6.96.93.743.335.1 Actuated g/C Ratio0.110.110.060.720.58 Clearance Time (s)4.54.54.55.55.5 Vehicle Extension (s)2.02.02.03.03.0 Lane Grp Cap (vph)20317810936572962 v/s Ratio Prot c0.03c0.030.09c0.37 v/s Ratio Perm 0.02 v/c Ratio 0.230.180.450.130.63 Uniform Delay, d1 24.224.127.32.68.3 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.20.21.10.00.4 Delay (s)24.424.328.32.68.7 Level of Service CCCAA Approach Delay (s)24.3 5.08.7 Approach LOS C AA Intersection Summary HCM Average Control Delay 9.9HCM Level of Service A HCM Volume to Capacity ratio 0.56 Actuated Cycle Length (s) 60.2Sum of lost time (s)14.5 Intersection Capacity Utilization 61.1%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group J - 254 HCM Unsignalized Intersection Capacity Analysis Existing + Project 3: Wildwood Road & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 4 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0369490183659 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.880.880.940.940.890.89 Hourly flow rate (vph)04110521206366 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)600 pX, platoon unblocked0.750.750.75 vC, conflicting volume22897212129 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol156101348 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009597 cM capacity (veh/h)75816381 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 4110174174174825825479 Volume Left 010 000000 Volume Right 41 00000066 cSH 816381170017001700170017001700 Volume to Capacity0.050.030.100.100.100.490.490.28 Queue Length 95th (ft)42000000 Control Delay (s)9.614.70.00.00.00.00.00.0 Lane LOS AB Approach Delay (s)9.60.3 0.0 Approach LOS A Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 46.8%ICU Level of Service A Analysis Period (min)15 J - 255 Queues Existing + Project 4: Amador Valley Boulevard & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 5 Lane GroupEBLEBRNBLNBTSBTSBR Lane Group Flow (vph)1034454775221858245 v/c Ratio 0.330.880.830.140.730.27 Control Delay 30.731.447.94.518.73.2 Queue Delay 0.00.00.00.00.00.0 Total Delay 30.731.447.94.518.73.2 Queue Length 50th (ft)4683121252532 Queue Length 95th (ft)87192#1794538042 Internal Link Dist (ft)1629 29701630 Turn Bay Length (ft)380 200 Base Capacity (vph)54167459037202620918 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.190.660.810.140.710.27 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 256 HCM Signalized Intersection Capacity Analysis Existing + Project 4: Amador Valley Boulevard & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 6 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)923963724071654218 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.03.54.54.54.5 Lane Util. Factor1.001.000.970.910.911.00 Frpb, ped/bikes 1.001.001.001.001.000.99 Flpb, ped/bikes 1.001.001.001.001.001.00 Frt 1.000.851.001.001.000.85 Flt Protected 0.951.000.951.001.001.00 Satd. Flow (prot)177015833433508550851560 Flt Permitted 0.951.000.951.001.001.00 Satd. Flow (perm)177015833433508550851560 Peak-hour factor, PHF0.890.890.780.780.890.89 Adj. Flow (vph)1034454775221858245 RTOR Reduction (vph)0227000116 Lane Group Flow (vph)1032184775221858129 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)4 Turn Type PermProt Perm Protected Phases 4 526 Permitted Phases 4 6 Actuated Green, G (s)14.014.013.356.940.140.1 Effective Green, g (s)14.014.013.356.940.140.1 Actuated g/C Ratio0.180.180.170.720.510.51 Clearance Time (s)4.04.03.54.54.54.5 Vehicle Extension (s)1.81.82.04.04.04.0 Lane Grp Cap (vph)31227957536442568788 v/s Ratio Prot 0.06c0.140.10c0.37 v/s Ratio Permc0.140.08 v/c Ratio 0.330.780.830.140.720.16 Uniform Delay, d1 28.631.232.03.615.310.6 Progression Factor1.001.001.001.001.001.00 Incremental Delay, d20.212.49.20.01.10.1 Delay (s)28.843.741.23.616.410.7 Level of Service CDDABB Approach Delay (s)40.9 21.515.8 Approach LOSDCB Intersection Summary HCM Average Control Delay 21.1HCM Level of Service C HCM Volume to Capacity ratio 0.76 Actuated Cycle Length (s) 79.4Sum of lost time (s)12.0 Intersection Capacity Utilization 63.6%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group J - 257 Queues Existing + Project 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 7 Lane GroupEBTWBLWBTNBLNBTSBLSBTSBR Lane Group Flow (vph)1259215549301023108 v/c Ratio 0.430.570.030.320.260.080.730.01 Control Delay 14.442.40.135.55.034.013.16.4 Queue Delay 0.00.00.00.00.00.00.00.0 Total Delay 14.442.40.135.55.034.013.16.4 Queue Length 50th (ft)10380223842601 Queue Length 95th (ft)465505193183897 Internal Link Dist (ft)485 705 2202970 Turn Bay Length (ft)100 220 150 250 Base Capacity (vph)938678107652835465283179991 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.130.140.010.100.260.020.730.01 Intersection Summary J - 258 HCM Signalized Intersection Capacity Analysis Existing + Project 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 8 MovementEBLEBTEBRWBLWBTWBRNBUNBLNBTNBRSBLSBT Lane Configurations Volume (vph)2208057093711748692010 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.00 1.001.00 1.000.91 1.000.91 Frpb, ped/bikes 0.98 1.000.98 1.001.00 1.001.00 Flpb, ped/bikes 1.00 1.001.00 1.001.00 1.001.00 Frt 0.89 1.000.85 1.001.00 1.001.00 Flt Protected 0.99 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)161617701548 1770508017705085 Flt Permitted 0.93 0.621.00 0.951.00 0.951.00 Satd. Flow (perm)151511511548 1770508017705085 Peak-hour factor, PHF0.820.820.820.620.620.620.920.810.810.810.870.87 Adj. Flow (vph)270989201540149237102310 RTOR Reduction (vph)0850013 0000000 Lane Group Flow (vph)040092200549300102310 Confl. Peds. (#/hr)33 Confl. Bikes (#/hr)7 5 Turn Type Perm Perm ProtProt Prot Protected Phases 4 8 552 16 Permitted Phases 4 8 Actuated Green, G (s)9.5 9.59.5 4.448.5 1.145.2 Effective Green, g (s)9.5 9.59.5 4.448.5 1.145.2 Actuated g/C Ratio 0.13 0.130.13 0.060.66 0.020.62 Clearance Time (s)4.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)197 150201 1073370 273144 v/s Ratio Prot 0.00 c0.03c0.18 0.01c0.45 v/s Ratio Perm 0.03c0.08 v/c Ratio 0.20 0.610.01 0.500.28 0.370.73 Uniform Delay, d1 28.4 30.127.7 33.35.1 35.79.8 Progression Factor 1.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d2 0.2 5.10.0 1.40.1 3.11.0 Delay (s)28.6 35.227.7 34.75.1 38.810.7 Level of Service C DC CA DB Approach Delay (s)28.6 34.2 6.7 10.8 Approach LOS C C A B Intersection Summary HCM Average Control Delay 11.0HCM Level of Service B HCM Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 73.1Sum of lost time (s)19.0 Intersection Capacity Utilization 60.6%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group J - 259 HCM Signalized Intersection Capacity Analysis Existing + Project 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 9 MovementSBR Lane Configurations Volume (vph)7 Ideal Flow (vphpl)1900 Total Lost time (s)5.0 Lane Util. Factor1.00 Frpb, ped/bikes 1.00 Flpb, ped/bikes 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot)1583 Flt Permitted 1.00 Satd. Flow (perm)1583 Peak-hour factor, PHF0.87 Adj. Flow (vph)8 RTOR Reduction (vph)2 Lane Group Flow (vph)6 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Turn Type Perm Protected Phases Permitted Phases6 Actuated Green, G (s)45.2 Effective Green, g (s)45.2 Actuated g/C Ratio0.62 Clearance Time (s)5.0 Vehicle Extension (s)4.0 Lane Grp Cap (vph)979 v/s Ratio Prot v/s Ratio Perm0.00 v/c Ratio 0.01 Uniform Delay, d1 5.3 Progression Factor1.00 Incremental Delay, d20.0 Delay (s)5.3 Level of Service A Approach Delay (s) Approach LOS Intersection Summary J - 260 HCM Unsignalized Intersection Capacity Analysis Existing + Project 10: Turbo Spa Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 10 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)00000008024021804 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)00000008724023704 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)1280 300 pX, platoon unblocked0.680.680.680.680.68 0.68 vC, conflicting volume26623248792166432482932374 876 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol17922654032026542931366876 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100100100100100100 100 cM capacity (veh/h)351573641415704338 766 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 00349349179948948478 Volume Left 00000000 Volume Right 00004004 cSH17001700170017001700170017001700 Volume to Capacity0.000.000.210.210.110.560.560.28 Queue Length 95th (ft)00000000 Control Delay (s)0.00.00.00.00.00.00.00.0 Lane LOS AA Approach Delay (s)0.00.00.0 0.0 Approach LOS AA Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 45.5%ICU Level of Service A Analysis Period (min)15 J - 261 HCM Unsignalized Intersection Capacity Analysis Existing + Project 11: Performance Auto Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 11 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)000806217010 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)000876235911 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)1055525 pX, platoon unblocked0.680.680.68 vC, conflicting volume26567922370 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol177501352 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %100100100 cM capacity (veh/h)50734342 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 0292292292943943483 Volume Left 0000000 Volume Right 00000011 cSH1700170017001700170017001700 Volume to Capacity0.000.170.170.170.550.550.28 Queue Length 95th (ft)0000000 Control Delay (s)0.00.00.00.00.00.00.0 Lane LOS A Approach Delay (s)0.00.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 45.5%ICU Level of Service A Analysis Period (min)15 J - 262 HCM Unsignalized Intersection Capacity Analysis Existing + Project 12: European Auto Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 12 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)02804802170 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)02874902359 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)925 655 pX, platoon unblocked0.68 vC, conflicting volume1664296 883 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol313296883 tC, single (s)6.86.9 4.1 tC, 2 stage (s) tF (s)3.53.3 2.2 p0 queue free %100100 100 cM capacity (veh/h)443701 762 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 2350350183786786786 Volume Left 0000000 Volume Right 2009000 cSH701170017001700170017001700 Volume to Capacity0.000.210.210.110.460.460.46 Queue Length 95th (ft)0000000 Control Delay (s)10.20.00.00.00.00.00.0 Lane LOSB Approach Delay (s)10.20.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 45.3%ICU Level of Service A Analysis Period (min)15 J - 263 HCM Unsignalized Intersection Capacity Analysis Existing + Project 14: Castle Plastics Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 13 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)0020029678314021700 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)0020032785115023590 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)750 830 pX, platoon unblocked0.680.680.680.680.68 0.68 vC, conflicting volume26873238786166032302912359 866 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol18222636030526252911337866 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %1001001001001009698 100 cM capacity (veh/h)311573441516705346 773 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 2327340340185943943472 Volume Left 007000000 Volume Right 23200015000 cSH 734705346170017001700170017001700 Volume to Capacity0.000.040.020.200.200.110.550.550.28 Queue Length 95th (ft)041000000 Control Delay (s)9.910.315.60.00.00.00.00.00.0 Lane LOS ABC Approach Delay (s)9.910.30.1 0.0 Approach LOS AB Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 51.9%ICU Level of Service A Analysis Period (min)15 J - 264 HCM Unsignalized Intersection Capacity Analysis Existing + Project 15: Dublin Self Storage Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 14 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)04080321702 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)04087323592 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)610970 pX, platoon unblocked0.680.680.68 vC, conflicting volume26517872361 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol177101343 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10099100 cM capacity (veh/h)50735345 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 4291291291943943474 Volume Left 0000000 Volume Right 4000002 cSH735170017001700170017001700 Volume to Capacity0.010.170.170.170.550.550.28 Queue Length 95th (ft)0000000 Control Delay (s)9.90.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.90.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 52.0%ICU Level of Service A Analysis Period (min)15 J - 265 HCM Unsignalized Intersection Capacity Analysis Existing + Project 16: Denica's Cafe Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 15 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)0014001510788240215915 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.750.750.750.650.650.650.830.830.830.940.940.94 Hourly flow rate (vph)0019002312949290229716 Pedestrians 1 1 Lane Width (ft)12.0 12.0 Walking Speed (ft/s)4.0 4.0 Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)400 1180 pX, platoon unblocked0.700.700.690.700.700.980.69 0.98 vC, conflicting volume26693309775177333033322314 979 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol16812591040625822371339899 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100981001009797 100 cM capacity (veh/h)411774935317747353 734 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 192312380380219919919475 Volume Left 0012 000000 Volume Right 1923000290016 cSH 749747353170017001700170017001700 Volume to Capacity0.020.030.030.220.220.130.540.540.28 Queue Length 95th (ft)223000000 Control Delay (s)9.910.015.60.00.00.00.00.00.0 Lane LOS AAC Approach Delay (s)9.910.00.2 0.0 Approach LOS AA Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 52.0%ICU Level of Service A Analysis Period (min)15 J - 266 HCM Unsignalized Intersection Capacity Analysis Existing + Project 18: Quality Tune Up Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 16 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)00822402173 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)00893402362 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)180 pX, platoon unblocked0.960.96 0.96 vC, conflicting volume1683300 898 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol1575138759 tC, single (s)6.86.9 4.1 tC, 2 stage (s) tF (s)3.53.3 2.2 p0 queue free %100100 100 cM capacity (veh/h)97852 817 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 0357357183787787787 Volume Left 0000000 Volume Right 0004000 cSH1700170017001700170017001700 Volume to Capacity0.000.210.210.110.460.460.46 Queue Length 95th (ft)0000000 Control Delay (s)0.00.00.00.00.00.00.0 Lane LOS A Approach Delay (s)0.00.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 45.3%ICU Level of Service A Analysis Period (min)15 J - 267 HCM Unsignalized Intersection Capacity Analysis Existing + Project 20: Mini Mart Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 17 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)0020 002082420216310 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)0022 002089620235111 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)80 pX, platoon unblocked0.960.96 0.960.960.96 0.96 vC, conflicting volume26573254789170232593002362 898 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol25763199789157932041142362739 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %10010093100100100100 100 cM capacity (veh/h)129333669878204 827 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 222358358181940940481 Volume Left 00000000 Volume Right 22 20020011 cSH 333878170017001700170017001700 Volume to Capacity0.070.000.210.210.110.550.550.28 Queue Length 95th (ft)50000000 Control Delay (s)16.59.10.00.00.00.00.00.0 Lane LOSCA Approach Delay (s)16.59.10.0 0.0 Approach LOS CA Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 52.0%ICU Level of Service A Analysis Period (min)15 J - 268 Queues Existing + Project 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 18 Lane GroupEBLEBTEBRWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)28441186167951232300 v/c Ratio 0.360.040.330.250.071.290.250.290.65 Control Delay 71.056.823.765.937.6224.33.268.07.9 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 71.056.823.765.937.6224.33.268.07.9 Queue Length 50th (ft)2330151~1806019281 Queue Length 95th (ft)5615373513#2948649369 Internal Link Dist (ft)335 229 570 1 Turn Bay Length (ft)75 7530 150 120 Base Capacity (vph)34445841334039412937352633541 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.080.010.100.050.021.290.250.090.65 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 269 HCM Signalized Intersection Capacity Analysis Existing + Project 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 19 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBUSBLSBT Lane Configurations Volume (vph)26438141413978371382040 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)3.53.53.54.04.0 3.55.0 3.55.0 Lane Util. Factor 1.001.001.001.001.00 1.000.91 1.000.91 Frpb, ped/bikes 1.001.000.981.000.99 1.001.00 1.001.00 Flpb, ped/bikes 1.001.001.001.001.00 1.001.00 1.001.00 Frt 1.001.000.851.000.88 1.001.00 1.000.99 Flt Protected 0.951.001.000.951.00 0.951.00 0.951.00 Satd. Flow (prot)1589167614031587144915934418 15934531 Flt Permitted 0.751.001.000.761.00 0.951.00 0.951.00 Satd. Flow (perm)1260167614031262144915934418 15934531 Peak-hour factor, PHF0.930.930.930.790.790.790.830.830.840.920.940.94 Adj. Flow (vph)28441181516794381492170 RTOR Reduction (vph)0039 050000002 Lane Group Flow (vph)2842181016795100232298 Confl. Peds. (#/hr)2332322 Parking (#/hr)0 Turn Type PermPermPerm Prot ProtProt Protected Phases 4 8 52 116 Permitted Phases 4 48 Actuated Green, G (s)6.86.86.86.36.3 10.5106.7 4.5100.7 Effective Green, g (s)6.86.86.86.36.3 10.5106.7 4.5100.7 Actuated g/C Ratio0.050.050.050.050.05 0.080.82 0.030.77 Clearance Time (s)3.53.53.54.04.0 3.55.0 3.55.0 Vehicle Extension (s)2.02.02.02.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)6688736170 1293626 553510 v/s Ratio Prot 0.00 0.00c0.100.22 0.01c0.51 v/s Ratio Perm c0.02 0.000.01 v/c Ratio 0.420.050.030.300.02 1.290.26 0.420.65 Uniform Delay, d1 59.758.558.559.758.9 59.82.7 61.56.7 Progression Factor1.001.001.001.001.00 1.001.00 1.001.00 Incremental Delay, d21.60.10.11.00.0178.20.2 1.91.0 Delay (s)61.358.658.560.758.9237.92.8 63.37.7 Level of Service EEEEEFA EA Approach Delay (s)59.6 60.3 38.0 8.2 Approach LOS E E D A Intersection Summary HCM Average Control Delay 19.0HCM Level of Service B HCM Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 130.0Sum of lost time (s)12.0 Intersection Capacity Utilization 76.4%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 270 HCM Signalized Intersection Capacity Analysis Existing + Project 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 20 MovementSBR Lane Configurations Volume (vph)122 Ideal Flow (vphpl)1900 Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF0.94 Adj. Flow (vph)130 RTOR Reduction (vph)0 Lane Group Flow (vph)0 Confl. Peds. (#/hr)3 Parking (#/hr) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary J - 271 HCM Unsignalized Intersection Capacity Analysis Existing + Project 1: Fall Creek Road & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 1 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)01332164876915 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.570.570.930.930.870.87 Hourly flow rate (vph)02334177288417 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume1552303901 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol1552303901 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009795 cM capacity (veh/h)99693750 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 2334591591591354354194 Volume Left 034 000000 Volume Right 23 00000017 cSH 693750170017001700170017001700 Volume to Capacity0.030.050.350.350.350.210.210.11 Queue Length 95th (ft)34000000 Control Delay (s)10.410.00.00.00.00.00.00.0 Lane LOSBB Approach Delay (s)10.40.2 0.0 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 35.2%ICU Level of Service A Analysis Period (min)15 J - 272 Queues Existing + Project 2: Willow Creek Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 2 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)221061691786889 v/c Ratio 0.100.370.470.480.44 Control Delay 21.710.121.84.112.1 Queue Delay 0.00.00.00.00.0 Total Delay 21.710.121.84.112.1 Queue Length 50th (ft)50376361 Queue Length 95th (ft)233598109111 Internal Link Dist (ft)585 5201720 Turn Bay Length (ft)50 230 Base Capacity (vph)95590395550854508 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.020.120.180.350.20 Intersection Summary J - 273 HCM Signalized Intersection Capacity Analysis Existing + Project 2: Willow Creek Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 3 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)1993157166176319 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.54.54.55.55.5 Lane Util. Factor1.001.001.000.910.91 Frt 1.000.851.001.001.00 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701583177050855066 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701583177050855066 Peak-hour factor, PHF0.880.880.930.930.880.88 Adj. Flow (vph)22106169178686722 RTOR Reduction (vph)096 0020 Lane Group Flow (vph)221016917868870 Turn Type PermProt Protected Phases 4 162 Permitted Phases 4 Actuated Green, G (s)4.54.59.432.618.7 Effective Green, g (s)4.54.59.432.618.7 Actuated g/C Ratio0.100.100.200.690.40 Clearance Time (s)4.54.54.55.55.5 Vehicle Extension (s)2.02.02.03.03.0 Lane Grp Cap (vph)16915135335202011 v/s Ratio Prot c0.01 0.10c0.350.17 v/s Ratio Perm 0.01 v/c Ratio 0.130.070.480.510.44 Uniform Delay, d1 19.519.416.73.410.4 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.10.10.40.10.2 Delay (s)19.619.517.13.610.5 Level of Service BBBAB Approach Delay (s)19.5 4.710.5 Approach LOS B AB Intersection Summary HCM Average Control Delay 7.1HCM Level of Service A HCM Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 47.1Sum of lost time (s)10.0 Intersection Capacity Utilization 43.8%ICU Level of Service A Analysis Period (min)15 c Critical Lane Group J - 274 HCM Unsignalized Intersection Capacity Analysis Existing + Project 3: Wildwood Road & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 4 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)093618188479 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.620.620.920.920.930.93 Hourly flow rate (vph)01539197691110 Pedestrians 2 Lane Width (ft)12.0 Walking Speed (ft/s)4.0 Percent Blockage 0 Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)600 pX, platoon unblocked0.920.920.92 vC, conflicting volume1655310922 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol14200627 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009996 cM capacity (veh/h)1121000877 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 1539659659659364364192 Volume Left 039 000000 Volume Right 15 00000010 cSH 1000877170017001700170017001700 Volume to Capacity0.010.040.390.390.390.210.210.11 Queue Length 95th (ft)13000000 Control Delay (s)8.79.30.00.00.00.00.00.0 Lane LOS AA Approach Delay (s)8.70.2 0.0 Approach LOS A Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 38.5%ICU Level of Service A Analysis Period (min)15 J - 275 Queues Existing + Project 4: Amador Valley Boulevard & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 5 Lane GroupEBLEBRNBLNBTSBTSBR Lane Group Flow (vph)3352845291721761190 v/c Ratio 0.730.460.740.570.460.30 Control Delay 30.65.532.89.017.54.4 Queue Delay 0.00.00.00.00.00.0 Total Delay 30.65.532.89.017.54.4 Queue Length 50th (ft)105088117770 Queue Length 95th (ft)21250#21221312939 Internal Link Dist (ft)1629 29701630 Turn Bay Length (ft)380 200 Base Capacity (vph)73781674437492337819 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.450.350.710.460.330.23 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 276 HCM Signalized Intersection Capacity Analysis Existing + Project 4: Amador Valley Boulevard & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 6 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)3222734711532685171 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.03.54.54.54.5 Lane Util. Factor1.001.000.970.910.911.00 Frpb, ped/bikes 1.000.991.001.001.000.98 Flpb, ped/bikes 1.001.001.001.001.001.00 Frt 1.000.851.001.001.000.85 Flt Protected 0.951.000.951.001.001.00 Satd. Flow (prot)177015633433508550851559 Flt Permitted 0.951.000.951.001.001.00 Satd. Flow (perm)177015633433508550851559 Peak-hour factor, PHF0.960.960.890.890.900.90 Adj. Flow (vph)3352845291721761190 RTOR Reduction (vph)0210000128 Lane Group Flow (vph)33574529172176162 Confl. Peds. (#/hr)1133 Confl. Bikes (#/hr)2 Turn Type PermProt Perm Protected Phases 4 526 Permitted Phases 4 6 Actuated Green, G (s)15.515.512.435.319.419.4 Effective Green, g (s)15.515.512.435.319.419.4 Actuated g/C Ratio0.260.260.210.600.330.33 Clearance Time (s)4.04.03.54.54.54.5 Vehicle Extension (s)1.81.82.04.04.04.0 Lane Grp Cap (vph)46340971830271664510 v/s Ratio Prot c0.19c0.15c0.340.15 v/s Ratio Perm 0.05 0.04 v/c Ratio 0.720.180.740.570.460.12 Uniform Delay, d1 19.917.021.97.315.814.0 Progression Factor1.001.001.001.001.001.00 Incremental Delay, d24.70.13.40.30.30.1 Delay (s)24.717.125.37.616.114.1 Level of Service CBCABB Approach Delay (s)21.2 11.815.7 Approach LOSCBB Intersection Summary HCM Average Control Delay 14.3HCM Level of Service B HCM Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 59.3Sum of lost time (s)7.5 Intersection Capacity Utilization 55.8%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group J - 277 Queues Existing + Project 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 7 Lane GroupEBTWBLWBTNBLNBTSBLSBTSBR Lane Group Flow (vph)5157611722221497021 v/c Ratio 0.240.300.010.460.550.090.310.02 Control Delay 14.128.80.029.45.828.38.54.7 Queue Delay 0.00.00.00.00.00.00.00.0 Total Delay 14.128.80.029.45.828.38.54.7 Queue Length 50th (ft)3180371034690 Queue Length 95th (ft)29410913062212210 Internal Link Dist (ft)485 705 2202970 Turn Bay Length (ft)100 220 150 250 Base Capacity (vph)108610891195629403762938631173 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.050.050.010.190.550.020.250.02 Intersection Summary J - 278 HCM Signalized Intersection Capacity Analysis Existing + Project 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 8 MovementEBLEBTEBRWBLWBTWBRNBUNBLNBTNBRSBLSBT Lane Configurations Volume (vph)8036390433731991913912 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.00 1.001.00 1.000.91 1.000.91 Frpb, ped/bikes 0.98 1.000.96 1.001.00 1.001.00 Flpb, ped/bikes 1.00 1.001.00 1.001.00 1.001.00 Frt 0.89 1.000.85 1.001.00 1.001.00 Flt Protected 0.99 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)160017701525 1770508117705085 Flt Permitted 0.94 0.831.00 0.951.00 0.951.00 Satd. Flow (perm)151115521525 1770508117705085 Peak-hour factor, PHF0.850.850.850.690.690.690.920.900.900.900.940.94 Adj. Flow (vph)90425706368122121014970 RTOR Reduction (vph)039 0060000000 Lane Group Flow (vph)0120570001172222014970 Confl. Peds. (#/hr)77211 Confl. Bikes (#/hr)6 7 1 Turn Type Perm Perm ProtProt Prot Protected Phases 4 8 552 16 Permitted Phases 4 8 Actuated Green, G (s)4.8 4.84.8 7.444.4 1.038.0 Effective Green, g (s)4.8 4.84.8 7.444.4 1.038.0 Actuated g/C Ratio 0.07 0.070.07 0.120.69 0.020.59 Clearance Time (s)4.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)113 116114 2043514 283010 v/s Ratio Prot 0.00 c0.07c0.44 0.010.19 v/s Ratio Perm 0.01c0.04 v/c Ratio 0.11 0.490.00 0.570.63 0.500.32 Uniform Delay, d1 27.7 28.527.5 26.95.4 31.46.6 Progression Factor 1.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d2 0.2 1.20.0 2.40.4 5.00.1 Delay (s)27.9 29.727.5 29.35.8 36.46.7 Level of Service C CC CA DA Approach Delay (s)27.9 29.5 7.0 7.1 Approach LOS C C A A Intersection Summary HCM Average Control Delay 7.8HCM Level of Service A HCM Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 64.2Sum of lost time (s)9.0 Intersection Capacity Utilization 66.5%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group J - 279 HCM Signalized Intersection Capacity Analysis Existing + Project 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 9 MovementSBR Lane Configurations Volume (vph)20 Ideal Flow (vphpl)1900 Total Lost time (s)5.0 Lane Util. Factor1.00 Frpb, ped/bikes 0.97 Flpb, ped/bikes 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot)1543 Flt Permitted 1.00 Satd. Flow (perm)1543 Peak-hour factor, PHF0.94 Adj. Flow (vph)21 RTOR Reduction (vph)9 Lane Group Flow (vph)12 Confl. Peds. (#/hr)2 Confl. Bikes (#/hr)2 Turn Type Perm Protected Phases Permitted Phases6 Actuated Green, G (s)38.0 Effective Green, g (s)38.0 Actuated g/C Ratio0.59 Clearance Time (s)5.0 Vehicle Extension (s)4.0 Lane Grp Cap (vph)913 v/s Ratio Prot v/s Ratio Perm0.01 v/c Ratio 0.01 Uniform Delay, d1 5.4 Progression Factor1.00 Incremental Delay, d20.0 Delay (s)5.4 Level of Service A Approach Delay (s) Approach LOS Intersection Summary J - 280 HCM Unsignalized Intersection Capacity Analysis Existing + Project 10: Turbo Spa Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 10 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)008006021004010200 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)009007022834011090 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)1281 300 pX, platoon unblocked0.910.910.910.910.91 0.91 vC, conflicting volume18763396370266333937631109 2287 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol162432900248732877637842287 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %1001009910010098100 100 cM capacity (veh/h)618989138347758 218 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 97913913461443443222 Volume Left 00000000 Volume Right 97004000 cSH989347170017001700170017001700 Volume to Capacity0.010.020.540.540.270.260.260.13 Queue Length 95th (ft)11000000 Control Delay (s)8.715.60.00.00.00.00.00.0 Lane LOS AC Approach Delay (s)8.715.60.0 0.0 Approach LOS AC Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 50.7%ICU Level of Service A Analysis Period (min)15 J - 281 HCM Unsignalized Intersection Capacity Analysis Existing + Project 11: Performance Auto Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 11 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0120210410271 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0130228711161 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)1056525 pX, platoon unblocked0.930.930.93 vC, conflicting volume18793731117 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol167044848 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10099100 cM capacity (veh/h)80942727 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 13762762762447447224 Volume Left 0000000 Volume Right 13 000001 cSH 942170017001700170017001700 Volume to Capacity0.010.450.450.450.260.260.13 Queue Length 95th (ft)1000000 Control Delay (s)8.90.00.00.00.00.00.0 Lane LOS A Approach Delay (s)8.90.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 44.0%ICU Level of Service A Analysis Period (min)15 J - 282 HCM Unsignalized Intersection Capacity Analysis Existing + Project 12: European Auto Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 12 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)062098401039 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)072280401129 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)926 655 pX, platoon unblocked0.800.77 0.77 vC, conflicting volume2659762 2285 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol168601632 tC, single (s)6.86.9 4.1 tC, 2 stage (s) tF (s)3.53.3 2.2 p0 queue free %10099 100 cM capacity (veh/h)68838 304 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 7912912460376376376 Volume Left 0000000 Volume Right 7004000 cSH838170017001700170017001700 Volume to Capacity0.010.540.540.270.220.220.22 Queue Length 95th (ft)1000000 Control Delay (s)9.30.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.30.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 50.6%ICU Level of Service A Analysis Period (min)15 J - 283 HCM Unsignalized Intersection Capacity Analysis Existing + Project 14: Castle Plastics Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 13 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)001600620209634010390 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)001700722227837011290 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)751 830 pX, platoon unblocked0.790.790.960.790.790.770.96 0.77 vC, conflicting volume19393488376273434707781129 2315 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol88928521921897282809791655 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100981001009997 100 cM capacity (veh/h)182137823213833671 296 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 17722911911493452452226 Volume Left 0022 000000 Volume Right 17 700037000 cSH 782833671170017001700170017001700 Volume to Capacity0.020.010.030.540.540.290.270.270.13 Queue Length 95th (ft)213000000 Control Delay (s)9.79.410.50.00.00.00.00.00.0 Lane LOS AAB Approach Delay (s)9.79.40.1 0.0 Approach LOS AA Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 51.3%ICU Level of Service A Analysis Period (min)15 J - 284 HCM Unsignalized Intersection Capacity Analysis Existing + Project 15: Dublin Self Storage Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 14 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)040215010514 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)040233711424 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)611970 pX, platoon unblocked0.780.980.98 vC, conflicting volume19243831147 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol9782801063 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10099100 cM capacity (veh/h)193700635 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 4779779779457457233 Volume Left 0000000 Volume Right 4000004 cSH700170017001700170017001700 Volume to Capacity0.010.460.460.460.270.270.14 Queue Length 95th (ft)0000000 Control Delay (s)10.20.00.00.00.00.00.0 Lane LOSB Approach Delay (s)10.20.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 44.9%ICU Level of Service A Analysis Period (min)15 J - 285 HCM Unsignalized Intersection Capacity Analysis Existing + Project 16: Denica's Cafe Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 15 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)006002129212950010496 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.670.670.670.710.710.710.920.920.920.910.910.91 Hourly flow rate (vph)009003032231454011537 Pedestrians28 Lane Width (ft)12.0 12.0 Walking Speed (ft/s)4.0 4.0 Percent Blockage 0 1 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)401 1180 pX, platoon unblocked0.760.76 0.760.760.76 0.76 vC, conflicting volume20223598390280635748071161 2376 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol1253331839022803286011611718 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100991001009695 100 cM capacity (veh/h)906608156822596 276 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 93032926926517461461237 Volume Left0032 000000 Volume Right 93000054007 cSH 608822596170017001700170017001700 Volume to Capacity0.010.040.050.540.540.300.270.270.14 Queue Length 95th (ft)134000000 Control Delay (s)11.09.511.40.00.00.00.00.00.0 Lane LOSBAB Approach Delay (s)11.09.50.1 0.0 Approach LOS BA Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 52.3%ICU Level of Service A Analysis Period (min)15 J - 286 HCM Unsignalized Intersection Capacity Analysis Existing + Project 18: Quality Tune Up Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 16 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)0102198401055 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0112389401147 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)180 pX, platoon unblocked0.760.76 0.76 vC, conflicting volume2774799 2393 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol224001742 tC, single (s)6.86.9 4.1 tC, 2 stage (s) tF (s)3.53.3 2.2 p0 queue free %10099 100 cM capacity (veh/h)27828 273 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 11956956482382382382 Volume Left 0000000 Volume Right 11 004000 cSH 828170017001700170017001700 Volume to Capacity0.010.560.560.280.220.220.22 Queue Length 95th (ft)1000000 Control Delay (s)9.40.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.40.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 52.6%ICU Level of Service A Analysis Period (min)15 J - 287 HCM Unsignalized Intersection Capacity Analysis Existing + Project 20: Mini Mart Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 17 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)0048 000022022010532 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)0052 000023932011452 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)80 pX, platoon unblocked0.760.76 0.760.760.76 0.76 vC, conflicting volume19433541383282835417991147 2396 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol1157324738323143247011471749 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %10010092100100100100 100 cM capacity (veh/h)1167615147829605 271 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 520957957481458458231 Volume Left 00000000 Volume Right 52 0002002 cSH 6151700170017001700170017001700 Volume to Capacity0.080.000.560.560.280.270.270.14 Queue Length 95th (ft)70000000 Control Delay (s)11.40.00.00.00.00.00.00.0 Lane LOSBA Approach Delay (s)11.40.00.0 0.0 Approach LOS BA Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 45.9%ICU Level of Service A Analysis Period (min)15 J - 288 Queues Existing + Project 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 18 Lane GroupEBLEBTEBRWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)15741803120762313361135 v/c Ratio 0.770.010.470.160.080.620.620.370.32 Control Delay 75.743.010.347.621.980.111.469.18.7 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 75.743.010.347.621.980.111.469.18.7 Queue Length 50th (ft)129302336334930130 Queue Length 95th (ft)1441019371611451266190 Internal Link Dist (ft)335 229 570 1 Turn Bay Length (ft)75 7530 150 120 Base Capacity (vph)36649454636743514337181433554 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.430.010.330.080.050.530.620.250.32 Intersection Summary J - 289 HCM Signalized Intersection Capacity Analysis Existing + Project 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 19 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBUSBLSBT Lane Configurations Volume (vph)11031262131168205632771014 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)3.53.53.54.04.0 3.55.0 3.55.0 Lane Util. Factor 1.001.001.001.001.00 1.000.91 1.000.91 Frpb, ped/bikes 1.001.000.981.000.99 1.001.00 1.001.00 Flpb, ped/bikes 0.991.001.001.001.00 1.001.00 1.001.00 Frt 1.001.000.851.000.88 1.001.00 1.000.99 Flt Protected 0.951.001.000.951.00 0.951.00 0.951.00 Satd. Flow (prot)1761186315581766161717705084 17705040 Flt Permitted 0.741.001.000.761.00 0.951.00 0.951.00 Satd. Flow (perm)1379186315581403161717705084 17705040 Peak-hour factor, PHF0.700.700.700.670.670.670.890.890.890.920.940.94 Adj. Flow (vph)15741803141676231032971079 RTOR Reduction (vph)00153014 0000003 Lane Group Flow (vph)157427316076231300361132 Confl. Peds. (#/hr)4224533 Confl. Bikes (#/hr)1 Turn Type PermPermPerm Prot ProtProt Protected Phases 4 8 52 116 Permitted Phases 4 48 Actuated Green, G (s)19.319.319.318.818.8 7.893.6 5.190.9 Effective Green, g (s)19.319.319.318.818.8 7.893.6 5.190.9 Actuated g/C Ratio0.150.150.150.140.14 0.060.72 0.040.70 Clearance Time (s)3.53.53.54.04.0 3.55.0 3.55.0 Vehicle Extension (s)2.02.02.02.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)205277231203234 1063660 693524 v/s Ratio Prot 0.00 0.00c0.04c0.45 0.020.22 v/s Ratio Perm c0.11 0.020.02 v/c Ratio 0.770.010.120.150.03 0.720.63 0.520.32 Uniform Delay, d1 53.247.248.048.647.7 60.09.4 61.37.6 Progression Factor1.001.001.001.001.00 1.001.00 1.001.00 Incremental Delay, d214.20.00.10.10.0 17.40.8 3.30.2 Delay (s)67.447.248.048.847.8 77.410.2 64.57.8 Level of Service E DDDDEB EA Approach Delay (s)56.9 48.4 12.3 9.6 Approach LOS E D B A Intersection Summary HCM Average Control Delay 15.8HCM Level of Service B HCM Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 130.0Sum of lost time (s)12.0 Intersection Capacity Utilization 67.7%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group J - 290 HCM Signalized Intersection Capacity Analysis Existing + Project 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 20 MovementSBR Lane Configurations Volume (vph)53 Ideal Flow (vphpl)1900 Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF0.94 Adj. Flow (vph)56 RTOR Reduction (vph)0 Lane Group Flow (vph)0 Confl. Peds. (#/hr)5 Confl. Bikes (#/hr)3 Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary J - 291 NEAR-TERM + PROJECT TRAFFIC CONDITIONS J - 292 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 1: Fall Creek Road & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 1 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)03011109920283 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.930.930.890.89 Hourly flow rate (vph)03312118222793 Pedestrians 1 Lane Width (ft)12.0 Walking Speed (ft/s)4.0 Percent Blockage 0 Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume26997622283 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol26997622283 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009195 cM capacity (veh/h)16347219 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 3312394394394911911459 Volume Left 012 000000 Volume Right 33 0000003 cSH 347219170017001700170017001700 Volume to Capacity0.090.050.230.230.230.540.540.27 Queue Length 95th (ft)84000000 Control Delay (s)16.422.40.00.00.00.00.00.0 Lane LOSCC Approach Delay (s)16.40.2 0.0 Approach LOS C Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 49.3%ICU Level of Service A Analysis Period (min)15 J - 293 Queues Near-term+Project (2015) 2: Willow Creek Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 2 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)462874911402312 v/c Ratio 0.130.790.670.320.74 Control Delay 41.852.395.76.415.9 Queue Delay 0.00.00.00.00.0 Total Delay 41.852.395.76.415.9 Queue Length 50th (ft)261573498383 Queue Length 95th (ft)64#316#120116419 Internal Link Dist (ft)585 5201720 Turn Bay Length (ft)50 230 Base Capacity (vph)3663647349764822 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.130.790.670.230.48 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 294 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 2: Willow Creek Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 3 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)38235461072204810 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.54.54.55.55.5 Lane Util. Factor1.001.001.000.910.91 Frpb, ped/bikes 1.000.981.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.001.00 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701559177050855081 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701559177050855081 Peak-hour factor, PHF0.820.820.940.940.890.89 Adj. Flow (vph)46287491140230111 RTOR Reduction (vph)042 0000 Lane Group Flow (vph)4624549114023120 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)3 Turn Type PermProt Protected Phases 4 162 Permitted Phases 4 Actuated Green, G (s)22.822.84.677.468.3 Effective Green, g (s)22.822.84.677.468.3 Actuated g/C Ratio0.210.210.040.700.62 Clearance Time (s)4.54.54.55.55.5 Vehicle Extension (s)2.02.02.03.03.0 Lane Grp Cap (vph)3663237435713149 v/s Ratio Prot 0.03c0.030.22c0.45 v/s Ratio Permc0.16 v/c Ratio 0.130.760.660.320.73 Uniform Delay, d1 35.641.152.06.314.6 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.18.715.90.10.9 Delay (s)35.649.967.96.315.5 Level of Service DDEAB Approach Delay (s)47.9 8.915.5 Approach LOS D AB Intersection Summary HCM Average Control Delay 16.3HCM Level of Service B HCM Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 110.2Sum of lost time (s)14.5 Intersection Capacity Utilization 62.7%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group J - 295 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 3: Wildwood Road & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 4 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)03691118222459 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.880.880.940.940.890.89 Hourly flow rate (vph)041101189249966 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)600 pX, platoon unblocked0.670.670.67 vC, conflicting volume29488662565 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol218001608 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009496 cM capacity (veh/h)25725269 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 411039639639610001000566 Volume Left 010 000000 Volume Right 41 00000066 cSH 725269170017001700170017001700 Volume to Capacity0.060.040.230.230.230.590.590.33 Queue Length 95th (ft)43000000 Control Delay (s)10.318.90.00.00.00.00.00.0 Lane LOSBC Approach Delay (s)10.30.2 0.0 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 54.3%ICU Level of Service A Analysis Period (min)15 J - 296 Queues Near-term+Project (2015) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 5 Lane GroupEBLEBRNBLNBTSBTSBR Lane Group Flow (vph)4025815179862101438 v/c Ratio 0.951.021.040.290.830.46 Control Delay 70.866.193.36.825.54.7 Queue Delay 0.00.00.00.00.00.0 Total Delay 70.866.193.36.825.54.7 Queue Length 50th (ft)253~252~1848240524 Queue Length 95th (ft)#429#466#2268446478 Internal Link Dist (ft)1629 29701630 Turn Bay Length (ft)380 200 Base Capacity (vph)42556949834322517957 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.951.021.040.290.830.46 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 297 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 6 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)3585174037691870390 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.03.54.54.54.5 Lane Util. Factor1.001.000.970.910.911.00 Frpb, ped/bikes 1.001.001.001.001.000.99 Flpb, ped/bikes 1.001.001.001.001.001.00 Frt 1.000.851.001.001.000.85 Flt Protected 0.951.000.951.001.001.00 Satd. Flow (prot)177015833433508550851560 Flt Permitted 0.951.000.951.001.001.00 Satd. Flow (perm)177015833433508550851560 Peak-hour factor, PHF0.890.890.780.780.890.89 Adj. Flow (vph)4025815179862101438 RTOR Reduction (vph)0189000184 Lane Group Flow (vph)4023925179862101254 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)4 Turn Type PermProt Perm Protected Phases 4 526 Permitted Phases 4 6 Actuated Green, G (s)24.024.014.567.549.549.5 Effective Green, g (s)24.024.014.567.549.549.5 Actuated g/C Ratio0.240.240.140.680.500.50 Clearance Time (s)4.04.03.54.54.54.5 Vehicle Extension (s)1.81.82.04.04.04.0 Lane Grp Cap (vph)42538049834322517772 v/s Ratio Prot 0.23c0.150.19c0.41 v/s Ratio Permc0.250.16 v/c Ratio 0.951.031.040.290.830.33 Uniform Delay, d1 37.438.042.86.621.715.2 Progression Factor1.001.001.001.001.001.00 Incremental Delay, d229.754.450.60.12.70.3 Delay (s)67.192.493.36.624.415.6 Level of Service EFFACB Approach Delay (s)82.0 36.422.9 Approach LOSFDC Intersection Summary HCM Average Control Delay 38.5HCM Level of Service D HCM Volume to Capacity ratio 0.92 Actuated Cycle Length (s) 100.0Sum of lost time (s)12.0 Intersection Capacity Utilization 77.9%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 298 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 5: Ventura Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 7 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0242117223843 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0262127425913 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)585550 pX, platoon unblocked0.660.640.64 vC, conflicting volume30228652595 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol177001518 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009699 cM capacity (veh/h)49693278 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 26242542542510371037522 Volume Left 02000000 Volume Right 26 0000003 cSH 693278170017001700170017001700 Volume to Capacity0.040.010.250.250.250.610.610.31 Queue Length 95th (ft)31000000 Control Delay (s)10.418.00.00.00.00.00.00.0 Lane LOSBC Approach Delay (s)10.40.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 56.1%ICU Level of Service B Analysis Period (min)15 J - 299 Queues Near-term+Project (2015) 6: Mariposa Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 8 Lane GroupEBLEBTWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)36722733421425272590 v/c Ratio 0.470.540.230.160.890.340.390.62 Control Delay 86.842.270.51.6172.33.585.85.7 Queue Delay 0.00.00.00.00.00.00.00.0 Total Delay 86.842.270.51.6172.33.585.85.7 Queue Length 50th (ft)35231304211126274 Queue Length 95th (ft)7475290#12514961359 Internal Link Dist (ft)521 489 885 505 Turn Bay Length (ft)215 110 Base Capacity (vph)311396485458474164774189 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.120.180.060.070.890.340.350.62 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 300 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 6: Mariposa Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 9 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)33066250303911112002523785 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.54.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.001.00 0.971.00 1.000.91 1.000.91 Frt 1.000.85 1.000.85 1.000.98 1.001.00 Flt Protected 0.951.00 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)17701583343315831770496917705084 Flt Permitted 0.741.00 0.591.00 0.951.00 0.951.00 Satd. Flow (perm)13701583213815831770496917705084 Peak-hour factor, PHF0.920.920.920.920.920.920.920.920.920.920.920.92 Adj. Flow (vph)36072270334212082172725855 RTOR Reduction (vph)0450031 0080000 Lane Group Flow (vph)36270272042141702725900 Turn Type Perm Perm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 8 Actuated Green, G (s)8.48.4 8.48.4 4.0123.7 3.9123.6 Effective Green, g (s)8.48.4 8.48.4 4.0123.7 3.9123.6 Actuated g/C Ratio0.060.06 0.060.06 0.030.82 0.030.82 Clearance Time (s)4.54.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.02.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)7789 12089 474098 464189 v/s Ratio Prot 0.02 0.00c0.020.29 0.02c0.51 v/s Ratio Perm c0.03 0.01 v/c Ratio 0.470.30 0.230.02 0.890.35 0.590.62 Uniform Delay, d1 68.668.0 67.766.9 72.83.2 72.34.7 Progression Factor1.001.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d21.60.7 0.30.0 89.70.2 11.70.7 Delay (s)70.368.7 68.066.9162.53.5 84.05.4 Level of Service EE EE FA FA Approach Delay (s)69.2 67.4 8.0 6.2 Approach LOS EEAA Intersection Summary HCM Average Control Delay 9.3HCM Level of Service A HCM Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 150.0Sum of lost time (s)14.0 Intersection Capacity Utilization 62.5%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group J - 301 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 7: Monterey Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 10 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0240135024672 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0260146726822 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)981965 pX, platoon unblocked0.830.780.78 vC, conflicting volume31728952684 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol214802179 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10097100 cM capacity (veh/h)34848188 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 2648948948910731073538 Volume Left 0000000 Volume Right 26 000002 cSH 848170017001700170017001700 Volume to Capacity0.030.290.290.290.630.630.32 Queue Length 95th (ft)2000000 Control Delay (s)9.40.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.40.0 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 57.7%ICU Level of Service B Analysis Period (min)15 J - 302 Queues Near-term+Project (2015) 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 11 Lane GroupEBTWBLWBTNBLNBTSBLSBTSBR Lane Group Flow (vph)12997265916841828378 v/c Ratio 0.630.900.120.920.440.220.770.01 Control Delay 60.0118.120.1155.26.968.413.14.0 Queue Delay 0.00.00.00.00.00.00.00.0 Total Delay 60.0118.120.1155.26.968.413.14.0 Queue Length 50th (ft)9283251124154650 Queue Length 95th (ft)1449715#136250416166 Internal Link Dist (ft)485 705 2202970 Turn Bay Length (ft)100 220 150 250 Base Capacity (vph)43523845364386347639561233 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.300.410.060.920.440.040.720.01 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 303 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 12 MovementEBLEBTEBRWBLWBTWBRNBUNBLNBTNBRSBLSBT Lane Configurations Volume (vph)22084601152724131351162468 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.00 1.001.00 1.000.91 1.000.91 Frpb, ped/bikes 0.98 1.000.98 1.001.00 1.001.00 Flpb, ped/bikes 1.00 1.001.00 1.001.00 1.001.00 Frt 0.89 1.000.86 1.000.99 1.001.00 Flt Protected 0.99 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)161317701569 1770505717705085 Flt Permitted 0.93 0.461.00 0.951.00 0.951.00 Satd. Flow (perm)1520 8631569 1770505717705085 Peak-hour factor, PHF0.820.820.820.620.620.620.920.810.810.810.870.87 Adj. Flow (vph)270102972242930162163182837 RTOR Reduction (vph)0150021 0001000 Lane Group Flow (vph)01140975005916830182837 Confl. Peds. (#/hr)33 Confl. Bikes (#/hr)7 5 Turn Type Perm Perm ProtProt Prot Protected Phases 4 8 552 16 Permitted Phases 4 8 Actuated Green, G (s)15.9 15.915.9 4.696.6 2.794.7 Effective Green, g (s)15.9 15.915.9 4.696.6 2.794.7 Actuated g/C Ratio 0.12 0.120.12 0.040.75 0.020.73 Clearance Time (s)4.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)187 106193 633781 373727 v/s Ratio Prot 0.00 c0.030.33 0.01c0.56 v/s Ratio Perm 0.08c0.11 v/c Ratio 0.61 0.920.03 0.940.45 0.490.76 Uniform Delay, d1 53.7 56.049.8 62.26.2 62.610.4 Progression Factor 1.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d2 4.1 59.80.0 89.30.1 3.61.0 Delay (s)57.8115.849.9 151.46.3 66.211.4 Level of Service E FD FA EB Approach Delay (s)57.8 101.8 11.2 11.8 Approach LOS E F B B Intersection Summary HCM Average Control Delay 15.1HCM Level of Service B HCM Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 129.2Sum of lost time (s)14.0 Intersection Capacity Utilization 68.7%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group J - 304 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 13 MovementSBR Lane Configurations Volume (vph)7 Ideal Flow (vphpl)1900 Total Lost time (s)5.0 Lane Util. Factor1.00 Frpb, ped/bikes 1.00 Flpb, ped/bikes 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot)1583 Flt Permitted 1.00 Satd. Flow (perm)1583 Peak-hour factor, PHF0.87 Adj. Flow (vph)8 RTOR Reduction (vph)2 Lane Group Flow (vph)6 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Turn Type Perm Protected Phases Permitted Phases6 Actuated Green, G (s)94.7 Effective Green, g (s)94.7 Actuated g/C Ratio0.73 Clearance Time (s)5.0 Vehicle Extension (s)4.0 Lane Grp Cap (vph)1160 v/s Ratio Prot v/s Ratio Perm0.00 v/c Ratio 0.01 Uniform Delay, d1 4.6 Progression Factor1.00 Incremental Delay, d20.0 Delay (s)4.6 Level of Service A Approach Delay (s) Approach LOS Intersection Summary J - 305 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 10: Turbo Spa Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 14 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)000000014154026354 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)000000015384028644 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)1280 300 pX, platoon unblocked0.650.650.650.650.65 0.65 vC, conflicting volume33794409957249544095152868 1542 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol2774435901413435951519881542 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100100100100100100 100 cM capacity (veh/h)61704641505186 426 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 0061561531211461146577 Volume Left 00000000 Volume Right 00004004 cSH17001700170017001700170017001700 Volume to Capacity0.000.000.360.360.180.670.670.34 Queue Length 95th (ft)00000000 Control Delay (s)0.00.00.00.00.00.00.00.0 Lane LOS AA Approach Delay (s)0.00.00.0 0.0 Approach LOS AA Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 54.3%ICU Level of Service A Analysis Period (min)15 J - 306 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 11: Performance Auto Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 15 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)000141926350 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)000154228640 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)1055525 pX, platoon unblocked0.640.640.64 vC, conflicting volume33789552864 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol275201951 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %100100100 cM capacity (veh/h)10696190 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 051451451411461146573 Volume Left 0000000 Volume Right 0000000 cSH1700170017001700170017001700 Volume to Capacity0.000.300.300.300.670.670.34 Queue Length 95th (ft)0000000 Control Delay (s)0.00.00.00.00.00.00.0 Lane LOS A Approach Delay (s)0.00.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 54.2%ICU Level of Service A Analysis Period (min)15 J - 307 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 12: European Auto Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 16 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)021417802635 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)021540902864 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)925 655 pX, platoon unblocked0.650.98 0.98 vC, conflicting volume2499518 1549 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol12354551502 tC, single (s)6.86.9 4.1 tC, 2 stage (s) tF (s)3.53.3 2.2 p0 queue free %100100 100 cM capacity (veh/h)109544 435 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 2616616317955955955 Volume Left 0000000 Volume Right 2009000 cSH544170017001700170017001700 Volume to Capacity0.000.360.360.190.560.560.56 Queue Length 95th (ft)0000000 Control Delay (s)11.60.00.00.00.00.00.0 Lane LOSB Approach Delay (s)11.60.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 54.2%ICU Level of Service A Analysis Period (min)15 J - 308 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 14: Castle Plastics Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 17 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)002002916139614026350 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)002003217151715028640 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)750 830 pX, platoon unblocked0.650.650.630.650.650.960.63 0.96 vC, conflicting volume34364432955251744245132864 1533 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol2435396101024394933919081403 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %1001001001001009591 100 cM capacity (veh/h)926841152629194 463 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 2321760760731911461146573 Volume Left0017 000000 Volume Right 23200015000 cSH 684629194170017001700170017001700 Volume to Capacity0.000.050.090.360.360.190.670.670.34 Queue Length 95th (ft)047000000 Control Delay (s)10.311.025.40.00.00.00.00.00.0 Lane LOSBBD Approach Delay (s)10.311.00.3 0.0 Approach LOS BB Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 60.9%ICU Level of Service B Analysis Period (min)15 J - 309 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 15: Dublin Self Storage Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 18 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)040142626352 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)040155028642 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)610970 pX, platoon unblocked0.660.630.63 vC, conflicting volume33829562866 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol216501891 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10099100 cM capacity (veh/h)26679195 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 451751751711461146575 Volume Left 0000000 Volume Right 4000002 cSH679170017001700170017001700 Volume to Capacity0.010.300.300.300.670.670.34 Queue Length 95th (ft)0000000 Control Delay (s)10.30.00.00.00.00.00.0 Lane LOSB Approach Delay (s)10.30.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 61.0%ICU Level of Service B Analysis Period (min)15 J - 310 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 16: Denica's Cafe Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 19 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)00140015101411240262415 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.750.750.750.650.650.650.830.830.830.940.940.94 Hourly flow rate (vph)00190023121700290279116 Pedestrians 1 1 Lane Width (ft)12.0 12.0 Walking Speed (ft/s)4.0 4.0 Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)400 1180 pX, platoon unblocked0.680.680.630.680.680.900.63 0.90 vC, conflicting volume34144554939268945485822808 1730 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol189135620828355313318191412 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100971001009794 100 cM capacity (veh/h)2746841674799210 429 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 19231268068036911171117574 Volume Left 0012 000000 Volume Right 1923000290016 cSH 684799210170017001700170017001700 Volume to Capacity0.030.030.060.400.400.220.660.660.34 Queue Length 95th (ft)225000000 Control Delay (s)10.49.623.20.00.00.00.00.00.0 Lane LOSBAC Approach Delay (s)10.49.60.2 0.0 Approach LOS BA Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 61.0%ICU Level of Service B Analysis Period (min)15 J - 311 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 18: Quality Tune Up Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 20 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)001445402638 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)001571402867 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)180 pX, platoon unblocked0.880.88 0.88 vC, conflicting volume2529526 1575 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol227291194 tC, single (s)6.86.9 4.1 tC, 2 stage (s) tF (s)3.53.3 2.2 p0 queue free %100100 100 cM capacity (veh/h)30947 513 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 0628628318956956956 Volume Left 0000000 Volume Right 0004000 cSH1700170017001700170017001700 Volume to Capacity0.000.370.370.190.560.560.56 Queue Length 95th (ft)0000000 Control Delay (s)0.00.00.00.00.00.00.0 Lane LOS A Approach Delay (s)0.00.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 54.3%ICU Level of Service A Analysis Period (min)15 J - 312 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 20: Mini Mart Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 21 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)0020 0020144720262810 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)0022 0020157320285711 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)80 pX, platoon unblocked0.880.88 0.880.880.88 0.88 vC, conflicting volume33884437958254844415252867 1575 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol3236442895822814433028671175 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %10010092100100100100 100 cM capacity (veh/h)31258171954128 519 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 22262962931711431143582 Volume Left 00000000 Volume Right 22 20020011 cSH 258954170017001700170017001700 Volume to Capacity0.080.000.370.370.190.670.670.34 Queue Length 95th (ft)70000000 Control Delay (s)20.38.80.00.00.00.00.00.0 Lane LOSCA Approach Delay (s)20.38.80.0 0.0 Approach LOS CA Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 61.0%ICU Level of Service B Analysis Period (min)15 J - 313 Queues Near-term+Project (2015) 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 22 Lane GroupEBLEBTEBRWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)4445565203111785302787 v/c Ratio 0.420.030.330.640.150.970.490.430.82 Control Delay 75.860.019.692.234.9110.45.588.416.6 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 75.860.019.692.234.9110.45.588.416.6 Queue Length 50th (ft)424063615919529624 Queue Length 95th (ft)8116449827#22624066812 Internal Link Dist (ft)335 229 570 1 Turn Bay Length (ft)75 7530 150 120 Base Capacity (vph)2863853652863473193657803389 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.150.010.150.230.060.970.490.380.82 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 314 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 23 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBUSBLSBT Lane Configurations Volume (vph)414515151125813849913152498 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)3.53.53.54.04.0 3.55.0 3.55.0 Lane Util. Factor 1.001.001.001.001.00 0.970.91 1.000.91 Frpb, ped/bikes 1.001.000.981.000.99 1.001.00 1.001.00 Flpb, ped/bikes 1.001.001.001.001.00 1.001.00 1.001.00 Frt 1.001.000.851.000.90 1.000.99 1.000.99 Flt Protected 0.951.001.000.951.00 0.951.00 0.951.00 Satd. Flow (prot)1588167614021586148530904373 15934541 Flt Permitted 0.741.001.000.761.00 0.951.00 0.951.00 Satd. Flow (perm)1244167614021261148530904373 15934541 Peak-hour factor, PHF0.930.930.930.790.790.790.830.830.840.920.940.94 Adj. Flow (vph)4445565614311166711814162657 RTOR Reduction (vph)0051013 0030002 Lane Group Flow (vph)44446570311178200302785 Confl. Peds. (#/hr)2332322 Parking (#/hr)0 Turn Type PermPermPerm Prot ProtProt Protected Phases 4 8 52 116 Permitted Phases 4 48 Actuated Green, G (s)11.411.411.410.910.9 15.5122.2 4.4111.1 Effective Green, g (s)11.411.411.410.910.9 15.5122.2 4.4111.1 Actuated g/C Ratio0.080.080.080.070.07 0.100.81 0.030.74 Clearance Time (s)3.53.53.54.04.0 3.55.0 3.55.0 Vehicle Extension (s)2.02.02.02.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)9512710792108 3193563 473363 v/s Ratio Prot 0.00 0.00c0.100.41 0.02c0.61 v/s Ratio Perm 0.04 0.00c0.05 v/c Ratio 0.460.030.040.710.06 0.970.50 0.640.83 Uniform Delay, d1 66.464.264.268.064.8 67.14.3 72.013.0 Progression Factor1.001.001.001.001.00 1.001.00 1.001.00 Incremental Delay, d21.30.00.118.20.1 43.10.5 19.02.5 Delay (s)67.764.264.386.264.9110.14.9 91.015.5 Level of Service EEEFE FA FB Approach Delay (s)65.7 81.2 20.5 16.3 Approach LOS E F C B Intersection Summary HCM Average Control Delay 20.1HCM Level of Service C HCM Volume to Capacity ratio 0.84 Actuated Cycle Length (s) 150.0Sum of lost time (s)12.5 Intersection Capacity Utilization 86.7%ICU Level of Service E Analysis Period (min)15 c Critical Lane Group J - 315 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 24 MovementSBR Lane Configurations Volume (vph)122 Ideal Flow (vphpl)1900 Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF0.94 Adj. Flow (vph)130 RTOR Reduction (vph)0 Lane Group Flow (vph)0 Confl. Peds. (#/hr)3 Parking (#/hr) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary J - 316 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 1: Fall Creek Road & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 1 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)013321704164615 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.930.930.890.89 Hourly flow rate (vph)014341832184917 Pedestrians 1 Lane Width (ft)12.0 Walking Speed (ft/s)4.0 Percent Blockage 0 Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume25386261867 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol25386261867 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009789 cM capacity (veh/h)20427319 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 1434611611611740740387 Volume Left 034 000000 Volume Right 14 00000017 cSH 427319170017001700170017001700 Volume to Capacity0.030.110.360.360.360.440.440.23 Queue Length 95th (ft)39000000 Control Delay (s)13.717.70.00.00.00.00.00.0 Lane LOSBC Approach Delay (s)13.70.3 0.0 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 42.1%ICU Level of Service A Analysis Period (min)15 J - 317 Queues Near-term+Project (2015) 2: Willow Creek Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 2 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)2311316718271864 v/c Ratio 0.150.470.670.440.63 Control Delay 32.914.345.13.010.9 Queue Delay 0.00.00.00.00.0 Total Delay 32.914.345.13.010.9 Queue Length 50th (ft)906568175 Queue Length 95th (ft)2835#179115243 Internal Link Dist (ft)585 5201720 Turn Bay Length (ft)50 230 Base Capacity (vph)54856125445203487 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.040.200.660.400.53 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 318 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 2: Willow Creek Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 3 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)19931571717164019 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.54.54.55.55.5 Lane Util. Factor1.001.001.000.910.91 Frpb, ped/bikes 1.000.981.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.001.00 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701549177050855075 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701549177050855075 Peak-hour factor, PHF0.820.820.940.940.890.89 Adj. Flow (vph)231131671827184321 RTOR Reduction (vph)0105 0010 Lane Group Flow (vph)238167182718630 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)3 Turn Type PermProt Protected Phases 4 162 Permitted Phases 4 Actuated Green, G (s)4.84.89.553.339.3 Effective Green, g (s)4.84.89.553.339.3 Actuated g/C Ratio0.070.070.140.780.58 Clearance Time (s)4.54.54.55.55.5 Vehicle Extension (s)2.02.02.03.03.0 Lane Grp Cap (vph)12510924739802929 v/s Ratio Prot c0.01c0.090.36c0.37 v/s Ratio Perm 0.01 v/c Ratio 0.180.070.680.460.64 Uniform Delay, d1 29.829.627.82.59.6 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.30.15.70.10.5 Delay (s)30.129.733.52.610.1 Level of Service CCCAB Approach Delay (s)29.7 5.210.1 Approach LOS C AB Intersection Summary HCM Average Control Delay 8.3HCM Level of Service A HCM Volume to Capacity ratio 0.60 Actuated Cycle Length (s) 68.1Sum of lost time (s)14.5 Intersection Capacity Utilization 58.7%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group J - 319 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 3: Wildwood Road & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 4 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0936187417249 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.880.880.940.940.890.89 Hourly flow rate (vph)010381994193710 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)600 pX, platoon unblocked0.750.750.75 vC, conflicting volume26836511947 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol208101101 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009992 cM capacity (veh/h)32814473 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 1038665665665775775398 Volume Left 038 000000 Volume Right 10 00000010 cSH 814473170017001700170017001700 Volume to Capacity0.010.080.390.390.390.460.460.23 Queue Length 95th (ft)17000000 Control Delay (s)9.513.30.00.00.00.00.00.0 Lane LOS AB Approach Delay (s)9.50.3 0.0 Approach LOS A Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 43.5%ICU Level of Service A Analysis Period (min)15 J - 320 Queues Near-term+Project (2015) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 5 Lane GroupEBLEBRNBLNBTSBTSBR Lane Group Flow (vph)39446265619991364583 v/c Ratio 0.890.710.990.600.640.59 Control Delay 55.814.871.29.921.84.3 Queue Delay 0.00.00.00.00.00.0 Total Delay 55.814.871.29.921.84.3 Queue Length 50th (ft)21154~2102222200 Queue Length 95th (ft)#357160#24820826557 Internal Link Dist (ft)1629 29701630 Turn Bay Length (ft)380 200 Base Capacity (vph)495689660340622211010 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.800.670.990.590.610.58 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 321 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 6 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)35141151215591214519 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.03.54.54.54.5 Lane Util. Factor1.001.000.970.910.911.00 Frpb, ped/bikes 1.001.001.001.001.000.98 Flpb, ped/bikes 1.001.001.001.001.001.00 Frt 1.000.851.001.001.000.85 Flt Protected 0.951.000.951.001.001.00 Satd. Flow (prot)177015833433508550851559 Flt Permitted 0.951.000.951.001.001.00 Satd. Flow (perm)177015833433508550851559 Peak-hour factor, PHF0.890.890.780.780.890.89 Adj. Flow (vph)39446265619991364583 RTOR Reduction (vph)0257000338 Lane Group Flow (vph)39420565619991364245 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)4 Turn Type PermProt Perm Protected Phases 4 526 Permitted Phases 4 6 Actuated Green, G (s)21.521.516.656.336.236.2 Effective Green, g (s)21.521.516.656.336.236.2 Actuated g/C Ratio0.250.250.190.650.420.42 Clearance Time (s)4.04.03.54.54.54.5 Vehicle Extension (s)1.81.82.04.04.04.0 Lane Grp Cap (vph)44139466033172133654 v/s Ratio Prot c0.22c0.19c0.390.27 v/s Ratio Perm 0.13 0.16 v/c Ratio 0.890.520.990.600.640.37 Uniform Delay, d1 31.328.034.88.619.917.2 Progression Factor1.001.001.001.001.001.00 Incremental Delay, d219.50.633.30.40.70.5 Delay (s)50.828.568.19.020.617.7 Level of Service DCEACB Approach Delay (s)38.8 23.619.7 Approach LOSDCB Intersection Summary HCM Average Control Delay 24.6HCM Level of Service C HCM Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 86.3Sum of lost time (s)7.5 Intersection Capacity Utilization 67.9%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group J - 322 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 5: Ventura Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 7 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)01520207116187 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)01622225117598 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)585550 pX, platoon unblocked0.800.800.80 vC, conflicting volume25565901766 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol34001061 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009896 cM capacity (veh/h)483862518 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 1622750750750703703359 Volume Left 022 000000 Volume Right 16 0000008 cSH 862518170017001700170017001700 Volume to Capacity0.020.040.440.440.440.410.410.21 Queue Length 95th (ft)13000000 Control Delay (s)9.312.20.00.00.00.00.00.0 Lane LOS AB Approach Delay (s)9.30.1 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 43.3%ICU Level of Service A Analysis Period (min)15 J - 323 Queues Near-term+Project (2015) 6: Mariposa Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 8 Lane GroupEBLEBTWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)224156373962287211754 v/c Ratio 0.090.110.980.180.630.680.300.61 Control Delay 35.50.677.18.766.913.262.916.9 Queue Delay 0.00.00.00.00.00.00.00.0 Total Delay 35.50.677.18.766.913.262.916.9 Queue Length 50th (ft)12020506628915287 Queue Length 95th (ft)340#3193512143942341 Internal Link Dist (ft)521 258 885 505 Turn Bay Length (ft)215 110 Base Capacity (vph)2874395734041803360692895 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.080.090.980.180.530.680.300.61 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 324 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 6: Mariposa Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 9 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)2003851806788200410019160014 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.54.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.001.00 0.971.00 1.000.91 1.000.91 Frt 1.000.85 1.000.85 1.000.99 1.001.00 Flt Protected 0.951.00 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)17701583343315831770504917705079 Flt Permitted 0.711.00 0.731.00 0.951.00 0.951.00 Satd. Flow (perm)13221583263915831770504917705079 Peak-hour factor, PHF0.920.920.920.920.920.920.920.920.920.920.920.92 Adj. Flow (vph)2204156307396217810921173915 RTOR Reduction (vph)0320057 0050010 Lane Group Flow (vph)229056316096228202117530 Turn Type Perm Perm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 8 Actuated Green, G (s)23.923.9 23.923.9 9.470.4 1.762.7 Effective Green, g (s)23.923.9 23.923.9 9.470.4 1.762.7 Actuated g/C Ratio0.220.22 0.220.22 0.090.64 0.020.57 Clearance Time (s)4.54.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.02.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)287344 573344 1513231 272895 v/s Ratio Prot 0.01 0.01c0.05c0.45 0.010.35 v/s Ratio Perm 0.02 c0.21 v/c Ratio 0.080.03 0.980.05 0.640.71 0.780.61 Uniform Delay, d1 34.333.9 42.834.0 48.613.0 54.015.5 Progression Factor1.001.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d20.00.0 32.90.0 6.31.3 76.60.9 Delay (s)34.333.9 75.734.1 54.914.3130.616.5 Level of Service CC EC DB FB Approach Delay (s)34.0 70.9 16.0 17.8 Approach LOS C E B B Intersection Summary HCM Average Control Delay 24.1HCM Level of Service C HCM Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 110.0Sum of lost time (s)14.0 Intersection Capacity Utilization 77.4%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 325 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 7: Monterey Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 10 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0150219221497 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0160238323368 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)981965 pX, platoon unblocked0.860.730.73 vC, conflicting volume31347822343 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol75001526 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10098100 cM capacity (veh/h)298786314 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 16794794794934934475 Volume Left 0000000 Volume Right 16 000008 cSH 786170017001700170017001700 Volume to Capacity0.020.470.470.470.550.550.28 Queue Length 95th (ft)2000000 Control Delay (s)9.70.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.70.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 51.7%ICU Level of Service A Analysis Period (min)15 J - 326 Queues Near-term+Project (2015) 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 11 Lane GroupEBTWBLWBTNBLNBTSBLSBTSBR Lane Group Flow (vph)707734126269426243625 v/c Ratio 0.350.600.180.800.680.250.680.02 Control Delay 23.968.919.785.79.460.511.43.5 Queue Delay 0.00.00.00.00.00.00.00.0 Total Delay 23.968.919.785.79.460.511.43.5 Queue Length 50th (ft)1154191374183432 Queue Length 95th (ft)477415#1974375043011 Internal Link Dist (ft)485 705 2202970 Turn Bay Length (ft)100 220 150 250 Base Capacity (vph)614477618158398947540981279 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.110.160.060.800.680.050.590.02 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 327 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 12 MovementEBLEBTEBRWBLWBTWBRNBUNBLNBTNBRSBLSBT Lane Configurations Volume (vph)12144481203373216022232119 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.00 1.001.00 1.000.91 1.000.91 Frpb, ped/bikes 0.98 1.000.97 1.001.00 1.001.00 Flpb, ped/bikes 1.00 1.001.00 1.001.00 1.001.00 Frt 0.90 1.000.86 1.001.00 1.001.00 Flt Protected 0.99 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)161217701558 1770507817705085 Flt Permitted 0.93 0.671.00 0.951.00 0.951.00 Satd. Flow (perm)150912521558 1770507817705085 Peak-hour factor, PHF0.820.820.820.620.620.620.920.810.810.810.870.87 Adj. Flow (vph)15154772323690266727262436 RTOR Reduction (vph)0490029 0000000 Lane Group Flow (vph)02107750012626940262436 Confl. Peds. (#/hr)33 Confl. Bikes (#/hr)7 5 Turn Type Perm Perm ProtProt Prot Protected Phases 4 8 552 16 Permitted Phases 4 8 Actuated Green, G (s)9.6 9.69.6 9.784.2 3.978.4 Effective Green, g (s)9.6 9.69.6 9.784.2 3.978.4 Actuated g/C Ratio 0.09 0.090.09 0.090.75 0.030.70 Clearance Time (s)4.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)130 108134 1543828 623569 v/s Ratio Prot 0.00 c0.07c0.53 0.010.48 v/s Ratio Perm 0.01c0.06 v/c Ratio 0.16 0.710.04 0.820.70 0.420.68 Uniform Delay, d1 47.3 49.746.8 50.17.2 52.89.5 Progression Factor 1.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d2 0.2 16.80.0 26.20.6 1.70.6 Delay (s)47.5 66.646.8 76.37.9 54.510.1 Level of Service D ED EA DB Approach Delay (s)47.5 60.5 10.9 10.5 Approach LOS D E B B Intersection Summary HCM Average Control Delay 12.2HCM Level of Service B HCM Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 111.7Sum of lost time (s)9.0 Intersection Capacity Utilization 69.6%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group J - 328 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 13 MovementSBR Lane Configurations Volume (vph)22 Ideal Flow (vphpl)1900 Total Lost time (s)5.0 Lane Util. Factor1.00 Frpb, ped/bikes 1.00 Flpb, ped/bikes 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot)1583 Flt Permitted 1.00 Satd. Flow (perm)1583 Peak-hour factor, PHF0.87 Adj. Flow (vph)25 RTOR Reduction (vph)5 Lane Group Flow (vph)20 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Turn Type Perm Protected Phases Permitted Phases6 Actuated Green, G (s)78.4 Effective Green, g (s)78.4 Actuated g/C Ratio0.70 Clearance Time (s)5.0 Vehicle Extension (s)4.0 Lane Grp Cap (vph)1111 v/s Ratio Prot v/s Ratio Perm0.01 v/c Ratio 0.02 Uniform Delay, d1 5.0 Progression Factor1.00 Incremental Delay, d20.0 Delay (s)5.0 Level of Service A Approach Delay (s) Approach LOS Intersection Summary J - 329 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 10: Turbo Spa Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 14 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)008006022824022440 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)009007024804024390 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)1280 300 pX, platoon unblocked0.720.720.720.720.72 0.72 vC, conflicting volume32724924813330449228292439 2485 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol2798508802842508582916422485 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %1001009910010098100 100 cM capacity (veh/h)6078260314281 182 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 97992992500976976488 Volume Left 00000000 Volume Right 97004000 cSH782314170017001700170017001700 Volume to Capacity0.010.020.580.580.290.570.570.29 Queue Length 95th (ft)12000000 Control Delay (s)9.716.70.00.00.00.00.00.0 Lane LOS AC Approach Delay (s)9.716.70.0 0.0 Approach LOS AC Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 54.2%ICU Level of Service A Analysis Period (min)15 J - 330 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 11: Performance Auto Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 15 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0120228622511 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0130248524471 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)1055525 pX, platoon unblocked0.720.720.72 vC, conflicting volume32768162448 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol279501643 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10098100 cM capacity (veh/h)11779280 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 13828828828979979490 Volume Left 0000000 Volume Right 13 000001 cSH 779170017001700170017001700 Volume to Capacity0.020.490.490.490.580.580.29 Queue Length 95th (ft)1000000 Control Delay (s)9.70.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.70.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 53.5%ICU Level of Service A Analysis Period (min)15 J - 331 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 12: European Auto Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 16 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)062280402263 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)072478402460 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)925 655 pX, platoon unblocked0.770.63 0.63 vC, conflicting volume3300828 2483 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol48001310 tC, single (s)6.86.9 4.1 tC, 2 stage (s) tF (s)3.53.3 2.2 p0 queue free %10099 100 cM capacity (veh/h)398686 331 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 7991991500820820820 Volume Left 0000000 Volume Right 7004000 cSH686170017001700170017001700 Volume to Capacity0.010.580.580.290.480.480.48 Queue Length 95th (ft)1000000 Control Delay (s)10.30.00.00.00.00.00.0 Lane LOSB Approach Delay (s)10.30.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 54.1%ICU Level of Service A Analysis Period (min)15 J - 332 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 14: Castle Plastics Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 17 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)001600620227834022630 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)001700722247637024600 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)750 830 pX, platoon unblocked0.750.750.710.750.750.600.71 0.60 vC, conflicting volume33355016820337549988442460 2513 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol361261304152588016451211 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100981001009992 100 cM capacity (veh/h)3961777535817655278 345 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 17722990990532984984492 Volume Left 0022 000000 Volume Right 17 700037000 cSH 775655278170017001700170017001700 Volume to Capacity0.020.010.080.580.580.310.580.580.29 Queue Length 95th (ft)216000000 Control Delay (s)9.810.619.00.00.00.00.00.00.0 Lane LOS ABC Approach Delay (s)9.810.60.2 0.0 Approach LOS AB Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 54.8%ICU Level of Service A Analysis Period (min)15 J - 333 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 15: Dublin Self-Storage Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 18 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)040233222754 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)040253524734 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)610970 pX, platoon unblocked0.730.710.71 vC, conflicting volume33208262477 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol22701664 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10099100 cM capacity (veh/h)540773273 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 4845845845989989499 Volume Left 0000000 Volume Right 4000004 cSH773170017001700170017001700 Volume to Capacity0.010.500.500.500.580.580.29 Queue Length 95th (ft)0000000 Control Delay (s)9.70.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.70.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 54.0%ICU Level of Service A Analysis Period (min)15 J - 334 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 16: Denica's Cafe Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 19 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)006002129231150022736 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.750.750.750.650.650.650.830.830.830.940.940.94 Hourly flow rate (vph)008003235278460024186 Pedestrians11 Lane Width (ft)12.0 12.0 Walking Speed (ft/s)4.0 4.0 Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)400 1180 pX, platoon unblocked0.670.670.720.670.670.540.72 0.54 vC, conflicting volume34535338810369953119592425 2846 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol153294605182906016211409 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100991001009488 100 cM capacity (veh/h)46197812669580286 257 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 8323511141114617967967490 Volume Left0035 000000 Volume Right 83200060006 cSH 781580286170017001700170017001700 Volume to Capacity0.010.060.120.660.660.360.570.570.29 Queue Length 95th (ft)1410 000000 Control Delay (s)9.711.619.30.00.00.00.00.00.0 Lane LOS ABC Approach Delay (s)9.711.60.2 0.0 Approach LOS AB Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 55.8%ICU Level of Service B Analysis Period (min)15 J - 335 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 18: Quality Tune Up Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 20 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)0102380402279 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0112587402477 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)180 pX, platoon unblocked0.530.53 0.53 vC, conflicting volume3415864 2591 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol24350867 tC, single (s)6.86.9 4.1 tC, 2 stage (s) tF (s)3.53.3 2.2 p0 queue free %10098 100 cM capacity (veh/h)14570 406 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 1110351035522826826826 Volume Left 0000000 Volume Right 11 004000 cSH 570170017001700170017001700 Volume to Capacity0.020.610.610.310.490.490.49 Queue Length 95th (ft)1000000 Control Delay (s)11.40.00.00.00.00.00.0 Lane LOSB Approach Delay (s)11.40.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 56.1%ICU Level of Service B Analysis Period (min)15 J - 336 HCM Unsignalized Intersection Capacity Analysis Near-term+Project (2015) 20: Mini Mart Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 21 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)0048 000023842022772 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)0052 000025912024752 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)80 pX, platoon unblocked0.520.52 0.520.520.52 0.52 vC, conflicting volume33405070826347050708652477 2593 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol227855918262526559102477848 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %10010083100100100100 100 cM capacity (veh/h)11031560566183 410 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 52010371037520990990497 Volume Left 00000000 Volume Right 52 0002002 cSH 3151700170017001700170017001700 Volume to Capacity0.170.000.610.610.310.580.580.29 Queue Length 95th (ft)15 0000000 Control Delay (s)18.70.00.00.00.00.00.00.0 Lane LOSCA Approach Delay (s)18.70.00.0 0.0 Approach LOS CA Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 54.0%ICU Level of Service A Analysis Period (min)15 J - 337 Queues Near-term+Project (2015) 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 22 Lane GroupEBLEBTEBRWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)13461352746892738512422 v/c Ratio 0.730.020.410.150.200.600.870.780.80 Control Delay 65.635.810.339.820.563.918.0115.418.6 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 65.635.810.339.820.563.918.0115.418.6 Queue Length 50th (ft)914017106149936434 Queue Length 95th (ft)14815503533102608#108#734 Internal Link Dist (ft)335 229 570 1 Turn Bay Length (ft)75 7530 150 120 Base Capacity (vph)3795235313874672013140653025 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.350.010.250.070.100.440.870.780.80 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 338 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 23 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBUSBLSBT Lane Configurations Volume (vph)1256126216307422047027212210 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)3.53.53.54.04.0 3.55.0 3.55.0 Lane Util. Factor 1.001.001.001.001.00 1.000.91 1.000.91 Frpb, ped/bikes 1.001.000.991.000.99 1.001.00 1.001.00 Flpb, ped/bikes 1.001.001.001.001.00 1.001.00 1.001.00 Frt 1.001.000.851.000.88 1.001.00 1.001.00 Flt Protected 0.951.001.000.951.00 0.951.00 0.951.00 Satd. Flow (prot)1589167614041588145215934401 15934553 Flt Permitted 0.731.001.000.751.00 0.951.00 0.951.00 Satd. Flow (perm)1216167614041260145215934401 15934553 Peak-hour factor, PHF0.930.930.930.790.790.790.830.830.840.920.940.94 Adj. Flow (vph)1346135278388926558329222351 RTOR Reduction (vph)00115026 0020002 Lane Group Flow (vph)1346202720089273600512420 Confl. Peds. (#/hr)2332322 Parking (#/hr)0 Turn Type PermPermPerm Prot ProtProt Protected Phases 4 8 52 116 Permitted Phases 4 48 Actuated Green, G (s)16.616.616.616.116.1 9.177.8 3.672.3 Effective Green, g (s)16.616.616.616.116.1 9.177.8 3.672.3 Actuated g/C Ratio0.150.150.150.150.15 0.080.71 0.030.66 Clearance Time (s)3.53.53.54.04.0 3.55.0 3.55.0 Vehicle Extension (s)2.02.02.02.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)184253212184213 1323113 522993 v/s Ratio Prot 0.00 0.01c0.06c0.62 c0.030.53 v/s Ratio Perm c0.11 0.010.02 v/c Ratio 0.730.020.100.150.10 0.670.88 0.980.81 Uniform Delay, d1 44.539.840.241.040.6 49.012.5 53.213.8 Progression Factor1.001.001.001.001.00 1.001.00 1.001.00 Incremental Delay, d211.50.00.10.10.1 10.23.9 117.12.5 Delay (s)56.139.840.341.140.7 59.216.4 170.316.3 Level of Service E DDDDEB FB Approach Delay (s)48.0 40.9 17.7 19.4 Approach LOS D D B B Intersection Summary HCM Average Control Delay 20.2HCM Level of Service C HCM Volume to Capacity ratio 0.82 Actuated Cycle Length (s) 110.0Sum of lost time (s)7.0 Intersection Capacity Utilization 80.2%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 339 HCM Signalized Intersection Capacity Analysis Near-term+Project (2015) 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 24 MovementSBR Lane Configurations Volume (vph)67 Ideal Flow (vphpl)1900 Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF0.94 Adj. Flow (vph)71 RTOR Reduction (vph)0 Lane Group Flow (vph)0 Confl. Peds. (#/hr)3 Parking (#/hr) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary J - 340 FAR-TERM + PROJECT TRAFFIC CONDITIONS J - 341 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 1: Fall Creek Road & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 1 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)03011119722893 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.930.930.890.89 Hourly flow rate (vph)03312128725723 Pedestrians 1 Lane Width (ft)12.0 Walking Speed (ft/s)4.0 Percent Blockage 0 Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume30278602576 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol30278602576 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1008993 cM capacity (veh/h)9299167 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 331242942942910291029518 Volume Left 012 000000 Volume Right 33 0000003 cSH 299167170017001700170017001700 Volume to Capacity0.110.070.250.250.250.610.610.30 Queue Length 95th (ft)96000000 Control Delay (s)18.528.20.00.00.00.00.00.0 Lane LOSCD Approach Delay (s)18.50.3 0.0 Approach LOS C Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 54.3%ICU Level of Service A Analysis Period (min)15 J - 342 Queues Cumulative+Project (2025) 2: Willow Creek Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 2 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)462874912452605 v/c Ratio 0.150.920.790.330.76 Control Delay 52.479.0128.65.615.3 Queue Delay 0.00.00.00.00.0 Total Delay 52.479.0128.65.615.3 Queue Length 50th (ft)3320642111482 Queue Length 95th (ft)74#389#139127514 Internal Link Dist (ft)585 5201720 Turn Bay Length (ft)50 230 Base Capacity (vph)3123136245704294 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.150.920.790.270.61 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 343 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 2: Willow Creek Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 3 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)38235461170230910 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.54.54.55.55.5 Lane Util. Factor1.001.001.000.910.91 Frpb, ped/bikes 1.000.981.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.001.00 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701558177050855082 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701558177050855082 Peak-hour factor, PHF0.820.820.940.940.890.89 Adj. Flow (vph)46287491245259411 RTOR Reduction (vph)039 0000 Lane Group Flow (vph)4624849124526050 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)3 Turn Type PermProt Protected Phases 4 162 Permitted Phases 4 Actuated Green, G (s)22.822.84.696.887.7 Effective Green, g (s)22.822.84.696.887.7 Actuated g/C Ratio0.180.180.040.750.68 Clearance Time (s)4.54.54.55.55.5 Vehicle Extension (s)2.02.02.03.03.0 Lane Grp Cap (vph)3112746337983439 v/s Ratio Prot 0.03c0.030.24c0.51 v/s Ratio Permc0.16 v/c Ratio 0.150.910.780.330.76 Uniform Delay, d1 45.252.462.05.513.9 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.130.341.10.11.0 Delay (s)45.382.6103.15.514.9 Level of Service DFFAB Approach Delay (s)77.5 9.214.9 Approach LOS E AB Intersection Summary HCM Average Control Delay 18.1HCM Level of Service B HCM Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 129.6Sum of lost time (s)14.5 Intersection Capacity Utilization 67.7%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group J - 344 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 3: Wildwood Road & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 4 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)03691216248559 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.880.880.940.940.890.89 Hourly flow rate (vph)041101294279266 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)600 pX, platoon unblocked0.640.640.64 vC, conflicting volume32769642858 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol257801923 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009495 cM capacity (veh/h)13691193 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 411043143143111171117625 Volume Left 010 000000 Volume Right 41 00000066 cSH 691193170017001700170017001700 Volume to Capacity0.060.050.250.250.250.660.660.37 Queue Length 95th (ft)54000000 Control Delay (s)10.524.60.00.00.00.00.00.0 Lane LOSBC Approach Delay (s)10.50.2 0.0 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 59.3%ICU Level of Service B Analysis Period (min)15 J - 345 Queues Cumulative+Project (2025) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 5 Lane GroupEBLEBRNBLNBTSBTSBR Lane Group Flow (vph)43468852710762212620 v/c Ratio 0.921.161.120.310.840.64 Control Delay 79.0123.2136.710.234.814.0 Queue Delay 0.00.00.00.00.00.0 Total Delay 79.0123.2136.710.234.814.0 Queue Length 50th (ft)416~623~305147662190 Queue Length 95th (ft)#609#854#335142713311 Internal Link Dist (ft)1629 29701630 Turn Bay Length (ft)380 200 Base Capacity (vph)47259146934412627971 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.921.161.120.310.840.64 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 346 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 6 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)3866124118391969552 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.03.54.54.54.5 Lane Util. Factor1.001.000.970.910.911.00 Frpb, ped/bikes 1.001.001.001.001.000.98 Flpb, ped/bikes 1.001.001.001.001.001.00 Frt 1.000.851.001.001.000.85 Flt Protected 0.951.000.951.001.001.00 Satd. Flow (prot)177015833433508550851559 Flt Permitted 0.951.000.951.001.001.00 Satd. Flow (perm)177015833433508550851559 Peak-hour factor, PHF0.890.890.780.780.890.89 Adj. Flow (vph)43468852710762212620 RTOR Reduction (vph)0169000165 Lane Group Flow (vph)43451952710762212455 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)4 Turn Type PermProt Perm Protected Phases 4 526 Permitted Phases 4 6 Actuated Green, G (s)40.040.020.5101.577.577.5 Effective Green, g (s)40.040.020.5101.577.577.5 Actuated g/C Ratio0.270.270.140.680.520.52 Clearance Time (s)4.04.03.54.54.54.5 Vehicle Extension (s)1.81.82.04.04.04.0 Lane Grp Cap (vph)47242246934412627805 v/s Ratio Prot 0.25c0.150.21c0.43 v/s Ratio Permc0.330.29 v/c Ratio 0.921.231.120.310.840.56 Uniform Delay, d1 53.455.064.89.931.024.7 Progression Factor1.001.001.001.001.001.00 Incremental Delay, d222.5123.079.90.12.71.1 Delay (s)75.9178.0144.710.033.725.8 Level of Service EFFBCC Approach Delay (s)138.5 54.332.0 Approach LOS F DC Intersection Summary HCM Average Control Delay 59.9HCM Level of Service E HCM Volume to Capacity ratio 1.00 Actuated Cycle Length (s) 150.0Sum of lost time (s)12.0 Intersection Capacity Utilization 83.0%ICU Level of Service E Analysis Period (min)15 c Critical Lane Group J - 347 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 5: Ventura Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 7 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0240125025783 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0260135928023 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)585550 pX, platoon unblocked0.650.620.62 vC, conflicting volume32579362805 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol199501777 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10096100 cM capacity (veh/h)34675215 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 26045345345311211121564 Volume Left 00000000 Volume Right 26 0000003 cSH 6751700170017001700170017001700 Volume to Capacity0.040.000.270.270.270.660.660.33 Queue Length 95th (ft)30000000 Control Delay (s)10.50.00.00.00.00.00.00.0 Lane LOSB Approach Delay (s)10.50.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 59.9%ICU Level of Service B Analysis Period (min)15 J - 348 Queues Cumulative+Project (2025) 6: Mariposa Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 8 Lane GroupEBLEBTWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)36722733451507272801 v/c Ratio 0.470.550.230.170.960.360.390.67 Control Delay 86.844.470.51.8188.93.685.86.4 Queue Delay 0.00.00.00.00.00.00.00.2 Total Delay 86.844.470.51.8188.93.685.86.6 Queue Length 50th (ft)35251304512126323 Queue Length 95th (ft)7477290#13316261423 Internal Link Dist (ft)5211019 885 505 Turn Bay Length (ft)215 110 Base Capacity (vph)311394485447474167774189 Starvation Cap Reductn 0000000480 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.120.180.060.070.960.360.350.76 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 349 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 6: Mariposa Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 9 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)33066250304111872002525725 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.54.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.001.00 0.971.00 1.000.91 1.000.91 Frt 1.000.85 1.000.85 1.000.98 1.001.00 Flt Protected 0.951.00 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)17701583343315831770497517705084 Flt Permitted 0.741.00 0.591.00 0.951.00 0.951.00 Satd. Flow (perm)13701583213815831770497517705084 Peak-hour factor, PHF0.920.920.920.920.920.920.920.920.920.920.920.92 Adj. Flow (vph)36072270334512902172727965 RTOR Reduction (vph)0430031 0080000 Lane Group Flow (vph)36290272045149902728010 Turn Type Perm Perm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 8 Actuated Green, G (s)8.48.4 8.48.4 4.0123.7 3.9123.6 Effective Green, g (s)8.48.4 8.48.4 4.0123.7 3.9123.6 Actuated g/C Ratio0.060.06 0.060.06 0.030.82 0.030.82 Clearance Time (s)4.54.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.02.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)7789 12089 474103 464189 v/s Ratio Prot 0.02 0.00c0.030.30 0.02c0.55 v/s Ratio Perm c0.03 0.01 v/c Ratio 0.470.32 0.230.02 0.960.37 0.590.67 Uniform Delay, d1 68.668.1 67.766.9 72.93.3 72.35.2 Progression Factor1.001.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d21.60.8 0.30.0113.30.3 11.70.9 Delay (s)70.368.8 68.066.9186.33.6 84.06.0 Level of Service EE EE FA FA Approach Delay (s)69.3 67.4 8.9 6.8 Approach LOS EEAA Intersection Summary HCM Average Control Delay 9.8HCM Level of Service A HCM Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 150.0Sum of lost time (s)14.0 Intersection Capacity Utilization 66.2%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group J - 350 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 7: Monterey Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 10 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0240142826612 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0260155228922 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)981965 pX, platoon unblocked0.830.720.72 vC, conflicting volume34119652895 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol144102284 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10097100 cM capacity (veh/h)103786158 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 2651751751711571157581 Volume Left 0000000 Volume Right 26 000002 cSH 786170017001700170017001700 Volume to Capacity0.030.300.300.300.680.680.34 Queue Length 95th (ft)3000000 Control Delay (s)9.70.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.70.0 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 61.5%ICU Level of Service B Analysis Period (min)15 J - 351 Queues Cumulative+Project (2025) 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 11 Lane GroupEBTWBLWBTNBLNBTSBLSBTSBR Lane Group Flow (vph)14313421272163438626928 v/c Ratio 0.880.840.491.140.690.850.770.01 Control Delay 94.893.310.4210.928.866.815.85.3 Queue Delay 0.00.00.00.00.00.00.00.0 Total Delay 94.893.310.4210.928.866.815.85.3 Queue Length 50th (ft)1171182~793853344941 Queue Length 95th (ft)1781250#175436#5506677 Internal Link Dist (ft)485 705 2202970 Turn Bay Length (ft)100 220 150 250 Base Capacity (vph)26626857963273947339111219 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.540.500.371.140.600.820.690.01 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 352 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 12 MovementEBLEBTEBRWBLWBTWBRNBUNBLNBTNBRSBLSBT Lane Configurations Volume (vph)3408483113037261264603362342 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.00 1.001.00 1.000.91 1.000.91 Frpb, ped/bikes 0.98 1.000.98 1.001.00 1.001.00 Flpb, ped/bikes 1.00 1.001.00 1.001.00 1.001.00 Frt 0.90 1.000.85 1.000.99 1.001.00 Flt Protected 0.99 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)163317701551 1770505117705085 Flt Permitted 0.56 0.521.00 0.951.00 0.951.00 Satd. Flow (perm)932 9761551 1770505117705085 Peak-hour factor, PHF0.820.820.820.620.620.620.920.810.810.810.870.87 Adj. Flow (vph)410102134221040321560743862692 RTOR Reduction (vph)01000176 0003000 Lane Group Flow (vph)01330134360072163103862692 Confl. Peds. (#/hr)33 Confl. Bikes (#/hr)7 5 Turn Type Perm Perm ProtProt Prot Protected Phases 4 8 552 16 Permitted Phases 4 8 Actuated Green, G (s)21.0 21.021.0 4.660.5 32.888.7 Effective Green, g (s)21.0 21.021.0 4.660.5 32.888.7 Actuated g/C Ratio 0.16 0.160.16 0.040.47 0.260.69 Clearance Time (s)4.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)153 160254 632382 4533516 v/s Ratio Prot 0.02 0.040.32c0.22c0.53 v/s Ratio Perm c0.14 0.14 v/c Ratio 0.87 0.840.14 1.140.68 0.850.77 Uniform Delay, d1 52.3 52.045.9 61.926.5 45.413.0 Progression Factor 1.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d2 36.2 28.90.1 157.60.9 13.81.1 Delay (s)88.5 80.846.0 219.427.4 59.314.1 Level of Service F FD FC EB Approach Delay (s)88.5 59.5 35.5 19.7 Approach LOS F E D B Intersection Summary HCM Average Control Delay 29.3HCM Level of Service C HCM Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 128.3Sum of lost time (s)9.0 Intersection Capacity Utilization 81.5%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 353 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 8: Scarlett Drive & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 13 MovementSBR Lane Configurations Volume (vph)7 Ideal Flow (vphpl)1900 Total Lost time (s)5.0 Lane Util. Factor1.00 Frpb, ped/bikes 1.00 Flpb, ped/bikes 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot)1583 Flt Permitted 1.00 Satd. Flow (perm)1583 Peak-hour factor, PHF0.87 Adj. Flow (vph)8 RTOR Reduction (vph)2 Lane Group Flow (vph)6 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Turn Type Perm Protected Phases Permitted Phases6 Actuated Green, G (s)88.7 Effective Green, g (s)88.7 Actuated g/C Ratio0.69 Clearance Time (s)5.0 Vehicle Extension (s)4.0 Lane Grp Cap (vph)1094 v/s Ratio Prot v/s Ratio Perm0.00 v/c Ratio 0.01 Uniform Delay, d1 6.1 Progression Factor1.00 Incremental Delay, d20.0 Delay (s)6.1 Level of Service A Approach Delay (s) Approach LOS Intersection Summary J - 354 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 10: Turbo Spa Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 14 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)000000013874025424 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)000000015084027634 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)1280 300 pX, platoon unblocked0.640.640.640.640.64 0.64 vC, conflicting volume32684277923243142775052767 1512 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol2587415401288415450518101512 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100100100100100100 100 cM capacity (veh/h)81698781513216 438 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 0060360330611051105557 Volume Left 00000000 Volume Right 00004004 cSH17001700170017001700170017001700 Volume to Capacity0.000.000.350.350.180.650.650.33 Queue Length 95th (ft)00000000 Control Delay (s)0.00.00.00.00.00.00.00.0 Lane LOS AA Approach Delay (s)0.00.00.0 0.0 Approach LOS AA Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 52.5%ICU Level of Service A Analysis Period (min)15 J - 355 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 11: Performance Auto Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 15 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0001391253210 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0001512275211 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)1055525 pX, platoon unblocked0.640.640.64 vC, conflicting volume32629232763 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol256301783 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %100100100 cM capacity (veh/h)14693220 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 050450450411011101561 Volume Left 0000000 Volume Right 00000011 cSH1700170017001700170017001700 Volume to Capacity0.000.300.300.300.650.650.33 Queue Length 95th (ft)0000000 Control Delay (s)0.00.00.00.00.00.00.0 Lane LOS A Approach Delay (s)0.00.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 52.5%ICU Level of Service A Analysis Period (min)15 J - 356 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 12: European Auto Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 16 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)021389802532 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)021510902752 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)925 655 pX, platoon unblocked0.640.99 0.99 vC, conflicting volume2432508 1518 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol11644611484 tC, single (s)6.86.9 4.1 tC, 2 stage (s) tF (s)3.53.3 2.2 p0 queue free %100100 100 cM capacity (veh/h)121541 444 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 2604604311917917917 Volume Left 0000000 Volume Right 2009000 cSH541170017001700170017001700 Volume to Capacity0.000.360.360.180.540.540.54 Queue Length 95th (ft)0000000 Control Delay (s)11.70.00.00.00.00.00.0 Lane LOSB Approach Delay (s)11.70.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 52.3%ICU Level of Service A Analysis Period (min)15 J - 357 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 14: Castle Plastics Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 17 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)00200296136814025320 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)00200327148715027520 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)750 830 pX, platoon unblocked0.650.650.630.650.650.960.63 0.96 vC, conflicting volume32924267917242742605032752 1502 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol225837520933374134617421384 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %1001001001001009597 100 cM capacity (veh/h)1436871413625226 472 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 232759559531311011101550 Volume Left 007000000 Volume Right 23200015000 cSH 687625226170017001700170017001700 Volume to Capacity0.000.050.030.350.350.180.650.650.32 Queue Length 95th (ft)042000000 Control Delay (s)10.311.121.40.00.00.00.00.00.0 Lane LOSBBC Approach Delay (s)10.311.10.1 0.0 Approach LOS BB Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 58.9%ICU Level of Service B Analysis Period (min)15 J - 358 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 15: Dublin Self Storage Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 18 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)040138825322 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)040150927522 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)610970 pX, platoon unblocked0.660.630.63 vC, conflicting volume32569182754 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol204801733 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10099100 cM capacity (veh/h)32684227 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 450350350311011101553 Volume Left 0000000 Volume Right 4000002 cSH684170017001700170017001700 Volume to Capacity0.010.300.300.300.650.650.33 Queue Length 95th (ft)0000000 Control Delay (s)10.30.00.00.00.00.00.0 Lane LOSB Approach Delay (s)10.30.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 59.0%ICU Level of Service B Analysis Period (min)15 J - 359 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 16: Denica's Cafe Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 19 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)00140015101373240252115 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.750.750.750.650.650.650.830.830.830.940.940.94 Hourly flow rate (vph)00190023121654290268216 Pedestrians 1 1 Lane Width (ft)12.0 12.0 Walking Speed (ft/s)4.0 4.0 Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)400 1180 pX, platoon unblocked0.680.680.640.680.680.900.64 0.90 vC, conflicting volume32894399903260643935672699 1684 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol176733870770337814016671378 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100971001009795 100 cM capacity (veh/h)3456891865796242 445 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 19231266266236010731073552 Volume Left 0012 000000 Volume Right 1923000290016 cSH 689796242170017001700170017001700 Volume to Capacity0.030.030.050.390.390.210.630.630.32 Queue Length 95th (ft)224000000 Control Delay (s)10.49.720.60.00.00.00.00.00.0 Lane LOSBAC Approach Delay (s)10.49.70.1 0.0 Approach LOS BA Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 59.0%ICU Level of Service B Analysis Period (min)15 J - 360 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 18: Quality Tune Up Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 20 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)001407402535 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)001529402755 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)180 pX, platoon unblocked0.890.89 0.89 vC, conflicting volume2450512 1534 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol2195161165 tC, single (s)6.86.9 4.1 tC, 2 stage (s) tF (s)3.53.3 2.2 p0 queue free %100100 100 cM capacity (veh/h)34942 530 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 0612612310918918918 Volume Left 0000000 Volume Right 0004000 cSH1700170017001700170017001700 Volume to Capacity0.000.360.360.180.540.540.54 Queue Length 95th (ft)0000000 Control Delay (s)0.00.00.00.00.00.00.0 Lane LOS A Approach Delay (s)0.00.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 52.3%ICU Level of Service A Analysis Period (min)15 J - 361 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 20: Mini Mart Driveway & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 21 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)0020 0020140920252510 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)0022 0020153220274511 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)80 pX, platoon unblocked0.880.88 0.880.880.88 0.88 vC, conflicting volume32634284920246942885122755 1534 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol3100425592022024260027551144 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %10010092100100100100 100 cM capacity (veh/h)42273202958142 536 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 22261361330810981098560 Volume Left 00000000 Volume Right 22 20020011 cSH 273958170017001700170017001700 Volume to Capacity0.080.000.360.360.180.650.650.33 Queue Length 95th (ft)60000000 Control Delay (s)19.38.80.00.00.00.00.00.0 Lane LOSCA Approach Delay (s)19.38.80.0 0.0 Approach LOS CA Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 59.0%ICU Level of Service B Analysis Period (min)15 J - 362 Queues Cumulative+Project (2025) 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 22 Lane GroupEBLEBTEBRWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)4525567213341742332674 v/c Ratio 0.420.010.330.640.151.100.480.590.90 Control Delay 75.659.019.492.233.9136.45.4108.327.6 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 75.659.019.492.233.9136.45.4108.327.6 Queue Length 50th (ft)4320656~37117832783 Queue Length 95th (ft)83114410028#502217#85#1047 Internal Link Dist (ft)335 229 570 1 Turn Bay Length (ft)75 7530 150 120 Base Capacity (vph)2863853652873473033628582986 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.160.010.150.230.061.100.480.570.90 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 363 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 23 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBUSBLSBT Lane Configurations Volume (vph)4225153512277134410313182383 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)3.53.53.54.04.0 3.55.0 3.55.0 Lane Util. Factor 1.001.001.001.001.00 1.000.91 1.000.91 Frpb, ped/bikes 1.001.000.981.000.99 1.001.00 1.001.00 Flpb, ped/bikes 1.001.001.001.001.00 1.001.00 1.001.00 Frt 1.001.000.851.000.89 1.000.99 1.000.99 Flt Protected 0.951.001.000.951.00 0.951.00 0.951.00 Satd. Flow (prot)1588167614021586148115934370 15934535 Flt Permitted 0.741.001.000.761.00 0.951.00 0.951.00 Satd. Flow (perm)1243167614021263148115934370 15934535 Peak-hour factor, PHF0.930.930.930.790.790.790.830.830.840.920.940.94 Adj. Flow (vph)4525567615334161912314192535 RTOR Reduction (vph)0051014 0030003 Lane Group Flow (vph)45246770334173900332671 Confl. Peds. (#/hr)2332322 Parking (#/hr)0 Turn Type PermPermPerm Prot ProtProt Protected Phases 4 8 52 116 Permitted Phases 4 48 Actuated Green, G (s)11.611.611.611.111.1 28.5122.0 4.497.9 Effective Green, g (s)11.611.611.611.111.1 28.5122.0 4.497.9 Actuated g/C Ratio0.080.080.080.070.07 0.190.81 0.030.65 Clearance Time (s)3.53.53.54.04.0 3.55.0 3.55.0 Vehicle Extension (s)2.02.02.02.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)9613010893110 3033554 472960 v/s Ratio Prot 0.00 0.00c0.210.40 0.02c0.59 v/s Ratio Perm 0.04 0.00c0.05 v/c Ratio 0.470.020.040.720.06 1.100.49 0.700.90 Uniform Delay, d1 66.363.964.067.964.6 60.84.3 72.222.0 Progression Factor1.001.001.001.001.00 1.001.00 1.001.00 Incremental Delay, d21.30.00.120.60.1 82.00.5 32.15.0 Delay (s)67.663.964.188.564.7142.74.8 104.227.1 Level of Service EEEFE FA FC Approach Delay (s)65.6 82.8 27.0 28.0 Approach LOS E F C C Intersection Summary HCM Average Control Delay 29.3HCM Level of Service C HCM Volume to Capacity ratio 0.93 Actuated Cycle Length (s) 150.0Sum of lost time (s)12.5 Intersection Capacity Utilization 93.4%ICU Level of Service F Analysis Period (min)15 c Critical Lane Group J - 364 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 21: Sierra Lane & Dougherty Road Timing Plan: AM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 24 MovementSBR Lane Configurations Volume (vph)131 Ideal Flow (vphpl)1900 Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF0.94 Adj. Flow (vph)139 RTOR Reduction (vph)0 Lane Group Flow (vph)0 Confl. Peds. (#/hr)3 Parking (#/hr) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary J - 365 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 1: Fall Creek Road & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 1 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)013321843156615 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.930.930.890.89 Hourly flow rate (vph)014341982176017 Pedestrians 1 Lane Width (ft)12.0 Walking Speed (ft/s)4.0 Percent Blockage 0 Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume24985961777 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol24985961777 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009790 cM capacity (veh/h)21446345 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 1434661661661704704369 Volume Left 034 000000 Volume Right 14 00000017 cSH 446345170017001700170017001700 Volume to Capacity0.030.100.390.390.390.410.410.22 Queue Length 95th (ft)28000000 Control Delay (s)13.316.60.00.00.00.00.00.0 Lane LOSBC Approach Delay (s)13.30.3 0.0 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 40.6%ICU Level of Service A Analysis Period (min)15 J - 366 Queues Cumulative+Project (2025) 2: Willow Creek Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 2 Lane GroupEBLEBRNBLNBTSBT Lane Group Flow (vph)2311316719741774 v/c Ratio 0.140.470.650.480.61 Control Delay 32.114.042.93.310.8 Queue Delay 0.00.00.00.00.0 Total Delay 32.114.042.93.310.8 Queue Length 50th (ft)906276161 Queue Length 95th (ft)2835#179130225 Internal Link Dist (ft)585 5201720 Turn Bay Length (ft)50 230 Base Capacity (vph)56657526246223599 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.040.200.640.430.49 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 367 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 2: Willow Creek Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 3 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)19931571856156019 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.54.54.55.55.5 Lane Util. Factor1.001.001.000.910.91 Frpb, ped/bikes 1.000.981.001.001.00 Flpb, ped/bikes 1.001.001.001.001.00 Frt 1.000.851.001.001.00 Flt Protected 0.951.000.951.001.00 Satd. Flow (prot)17701550177050855075 Flt Permitted 0.951.000.951.001.00 Satd. Flow (perm)17701550177050855075 Peak-hour factor, PHF0.820.820.940.940.890.89 Adj. Flow (vph)231131671974175321 RTOR Reduction (vph)0105 0010 Lane Group Flow (vph)238167197417730 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)3 Turn Type PermProt Protected Phases 4 162 Permitted Phases 4 Actuated Green, G (s)4.84.89.551.337.3 Effective Green, g (s)4.84.89.551.337.3 Actuated g/C Ratio0.070.070.140.780.56 Clearance Time (s)4.54.54.55.55.5 Vehicle Extension (s)2.02.02.03.03.0 Lane Grp Cap (vph)12911325439462864 v/s Ratio Prot c0.01c0.090.39c0.35 v/s Ratio Perm 0.01 v/c Ratio 0.180.070.660.500.62 Uniform Delay, d1 28.828.626.82.79.6 Progression Factor1.001.001.001.001.00 Incremental Delay, d20.20.14.60.10.4 Delay (s)29.028.731.42.810.0 Level of Service CCCAB Approach Delay (s)28.7 5.010.0 Approach LOS C AB Intersection Summary HCM Average Control Delay 8.0HCM Level of Service A HCM Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 66.1Sum of lost time (s)14.5 Intersection Capacity Utilization 57.1%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group J - 368 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 3: Wildwood Road & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 4 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0936201316449 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.880.880.940.940.890.89 Hourly flow rate (vph)010382141184710 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)600 pX, platoon unblocked0.770.770.77 vC, conflicting volume26436211857 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol207301046 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1009992 cM capacity (veh/h)33830506 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 1038714714714739739380 Volume Left 038 000000 Volume Right 10 00000010 cSH 830506170017001700170017001700 Volume to Capacity0.010.080.420.420.420.430.430.22 Queue Length 95th (ft)16000000 Control Delay (s)9.412.70.00.00.00.00.00.0 Lane LOS AB Approach Delay (s)9.40.2 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 42.2%ICU Level of Service A Analysis Period (min)15 J - 369 Queues Cumulative+Project (2025) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 5 Lane GroupEBLEBRNBLNBTSBTSBR Lane Group Flow (vph)40046766221711271587 v/c Ratio 0.890.680.920.660.630.60 Control Delay 55.411.853.910.822.94.7 Queue Delay 0.00.00.00.00.00.0 Total Delay 55.411.853.910.822.94.7 Queue Length 50th (ft)215371922562090 Queue Length 95th (ft)#365134#22923525260 Internal Link Dist (ft)1629 29701630 Turn Bay Length (ft)380 200 Base Capacity (vph)49671874134122107990 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.810.650.890.640.600.59 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 370 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 4: Amador Valley Boulevard & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 6 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (vph)35641651616931131522 Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.03.54.54.54.5 Lane Util. Factor1.001.000.970.910.911.00 Frpb, ped/bikes 1.001.001.001.001.000.98 Flpb, ped/bikes 1.001.001.001.001.001.00 Frt 1.000.851.001.001.000.85 Flt Protected 0.951.000.951.001.001.00 Satd. Flow (prot)177015833433508550851559 Flt Permitted 0.951.000.951.001.001.00 Satd. Flow (perm)177015833433508550851559 Peak-hour factor, PHF0.890.890.780.780.890.89 Adj. Flow (vph)40046766221711271587 RTOR Reduction (vph)0285000353 Lane Group Flow (vph)40018266221711271234 Confl. Peds. (#/hr)11 Confl. Bikes (#/hr)4 Turn Type PermProt Perm Protected Phases 4 526 Permitted Phases 4 6 Actuated Green, G (s)21.821.818.155.934.334.3 Effective Green, g (s)21.821.818.155.934.334.3 Actuated g/C Ratio0.250.250.210.650.400.40 Clearance Time (s)4.04.03.54.54.54.5 Vehicle Extension (s)1.81.82.04.04.04.0 Lane Grp Cap (vph)44840072132982023620 v/s Ratio Prot c0.23c0.19c0.430.25 v/s Ratio Perm 0.11 0.15 v/c Ratio 0.890.450.920.660.630.38 Uniform Delay, d1 31.127.233.39.320.818.4 Progression Factor1.001.001.001.001.001.00 Incremental Delay, d219.20.316.30.50.70.5 Delay (s)50.327.549.69.821.518.9 Level of Service DCDACB Approach Delay (s)38.0 19.120.7 Approach LOSDBC Intersection Summary HCM Average Control Delay 22.6HCM Level of Service C HCM Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 86.2Sum of lost time (s)7.5 Intersection Capacity Utilization 66.7%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group J - 371 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 5: Ventura Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 7 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0150220915407 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0160240116748 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)585550 pX, platoon unblocked0.750.810.81 vC, conflicting volume24785621682 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol10801014 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10098100 cM capacity (veh/h)663877550 Direction, Lane #EB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 160800800800670670342 Volume Left 00000000 Volume Right 16 0000008 cSH 8771700170017001700170017001700 Volume to Capacity0.020.000.470.470.470.390.390.20 Queue Length 95th (ft)10000000 Control Delay (s)9.20.00.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.20.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 46.0%ICU Level of Service A Analysis Period (min)15 J - 372 Queues Cumulative+Project (2025) 6: Mariposa Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 8 Lane GroupEBLEBTWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)2241563731172416211669 v/c Ratio 0.090.100.980.180.720.720.300.58 Control Delay 35.50.677.19.172.814.062.916.8 Queue Delay 0.00.00.00.00.00.00.00.0 Total Delay 35.50.677.19.172.814.062.916.8 Queue Length 50th (ft)12020508132015272 Queue Length 95th (ft)340#31937#15748742318 Internal Link Dist (ft)5211019 885 505 Turn Bay Length (ft)215 110 Base Capacity (vph)2874425734031803359692864 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.080.090.980.180.650.720.300.58 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 373 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 6: Mariposa Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 9 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)20038518067108212210019152214 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.54.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.001.00 0.971.00 1.000.91 1.000.91 Frt 1.000.85 1.000.85 1.000.99 1.001.00 Flt Protected 0.951.00 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)17701583343315831770505117705078 Flt Permitted 0.711.00 0.731.00 0.951.00 0.951.00 Satd. Flow (perm)13221583263915831770505117705078 Peak-hour factor, PHF0.920.920.920.920.920.920.920.920.920.920.920.92 Adj. Flow (vph)22041563073117230710921165415 RTOR Reduction (vph)0320057 0040010 Lane Group Flow (vph)2290563160117241202116680 Turn Type Perm Perm Prot Prot Protected Phases 4 8 52 16 Permitted Phases 4 8 Actuated Green, G (s)23.923.9 23.923.9 10.170.4 1.762.0 Effective Green, g (s)23.923.9 23.923.9 10.170.4 1.762.0 Actuated g/C Ratio0.220.22 0.220.22 0.090.64 0.020.56 Clearance Time (s)4.54.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.02.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)287344 573344 1633233 272862 v/s Ratio Prot 0.01 0.01c0.07c0.48 0.010.33 v/s Ratio Perm 0.02 c0.21 v/c Ratio 0.080.03 0.980.05 0.720.75 0.780.58 Uniform Delay, d1 34.333.9 42.834.0 48.613.6 54.015.6 Progression Factor1.001.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d20.00.0 32.90.0 11.81.6 76.60.9 Delay (s)34.333.9 75.734.1 60.415.3130.616.5 Level of Service CC EC EB FB Approach Delay (s)34.0 70.9 17.3 17.9 Approach LOS C E B B Intersection Summary HCM Average Control Delay 24.7HCM Level of Service C HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 110.0Sum of lost time (s)9.0 Intersection Capacity Utilization 79.7%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 374 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 7: Monterey Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 10 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0150233020717 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0160253322518 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)981965 pX, platoon unblocked0.670.740.74 vC, conflicting volume30997542259 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol001475 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10098100 cM capacity (veh/h)688803336 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 16844844844900900458 Volume Left 0000000 Volume Right 16 000008 cSH 803170017001700170017001700 Volume to Capacity0.020.500.500.500.530.530.27 Queue Length 95th (ft)2000000 Control Delay (s)9.60.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.60.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 50.2%ICU Level of Service A Analysis Period (min)15 J - 375 Queues Cumulative+Project (2025) 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 11 Lane GroupEBTWBLWBTNBLNBTSBLSBTSBR Lane Group Flow (vph)161894761162522559179445 v/c Ratio 1.250.510.900.941.001.500.560.04 Control Delay 186.458.541.0128.253.6275.816.34.3 Queue Delay 0.00.00.00.00.00.00.00.0 Total Delay 186.458.541.0128.253.6275.816.34.3 Queue Length 50th (ft)~12571178105~870~6953191 Queue Length 95th (ft)#2328396#219#919#98443118 Internal Link Dist (ft)485 705 2202970 Turn Bay Length (ft)100 220 150 250 Base Capacity (vph)164272667124251337332311021 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.980.330.710.941.001.500.560.04 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 376 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 12 MovementEBLEBTEBRWBLWBTWBRNBUNBLNBTNBRSBLSBT Lane Configurations Volume (vph)23110855129433652013304861561 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.5 4.54.5 4.55.0 4.55.0 Lane Util. Factor 1.00 1.001.00 1.000.91 1.000.91 Frpb, ped/bikes 0.98 1.000.98 1.001.00 1.001.00 Flpb, ped/bikes 1.00 1.001.00 1.001.00 1.001.00 Frt 0.89 1.000.85 1.001.00 1.001.00 Flt Protected 0.99 0.951.00 0.951.00 0.951.00 Satd. Flow (prot)161517701551 1770507417705085 Flt Permitted 0.24 0.491.00 0.951.00 0.951.00 Satd. Flow (perm)386 9091551 1770507417705085 Peak-hour factor, PHF0.820.820.820.620.620.620.920.810.810.810.870.87 Adj. Flow (vph)28113289247436802485375591794 RTOR Reduction (vph)05500233 0001000 Lane Group Flow (vph)010608924300116252105591794 Confl. Peds. (#/hr)33 Confl. Bikes (#/hr)7 5 Turn Type Perm Perm ProtProt Prot Protected Phases 4 8 552 16 Permitted Phases 4 8 Actuated Green, G (s)26.0 26.026.0 9.667.6 28.786.7 Effective Green, g (s)26.0 26.026.0 9.667.6 28.786.7 Actuated g/C Ratio 0.19 0.190.19 0.070.50 0.210.64 Clearance Time (s)4.5 4.54.5 4.55.0 4.55.0 Vehicle Extension (s)2.0 2.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)74 173296 1252517 3733235 v/s Ratio Prot 0.16 0.07c0.50c0.320.35 v/s Ratio Perm c0.27 0.10 v/c Ratio 1.43 0.510.82 0.931.00 1.500.55 Uniform Delay, d1 55.2 49.552.9 63.034.4 53.813.9 Progression Factor 1.00 1.001.00 1.001.00 1.001.00 Incremental Delay, d2 255.7 1.115.7 57.418.3238.10.3 Delay (s)310.9 50.668.7 120.452.7291.914.2 Level of Service F DE FD FB Approach Delay (s)310.9 65.8 55.6 78.8 Approach LOS F E E E Intersection Summary HCM Average Control Delay 73.4HCM Level of Service E HCM Volume to Capacity ratio 1.21 Actuated Cycle Length (s) 136.3Sum of lost time (s)14.0 Intersection Capacity Utilization 107.2%ICU Level of Service G Analysis Period (min)15 c Critical Lane Group J - 377 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 8: Scarlett Drive & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 13 MovementSBR Lane Configurations Volume (vph)39 Ideal Flow (vphpl)1900 Total Lost time (s)5.0 Lane Util. Factor1.00 Frpb, ped/bikes 1.00 Flpb, ped/bikes 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot)1583 Flt Permitted 1.00 Satd. Flow (perm)1583 Peak-hour factor, PHF0.87 Adj. Flow (vph)45 RTOR Reduction (vph)15 Lane Group Flow (vph)30 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Turn Type Perm Protected Phases Permitted Phases6 Actuated Green, G (s)86.7 Effective Green, g (s)86.7 Actuated g/C Ratio0.64 Clearance Time (s)5.0 Vehicle Extension (s)4.0 Lane Grp Cap (vph)1007 v/s Ratio Prot v/s Ratio Perm0.02 v/c Ratio 0.03 Uniform Delay, d1 9.2 Progression Factor1.00 Incremental Delay, d20.0 Delay (s)9.2 Level of Service A Approach Delay (s) Approach LOS Intersection Summary J - 378 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 10: Turbo Spa Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 14 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)008006021354017570 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)009007023214019100 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)1280 300 pX, platoon unblocked0.800.800.800.800.80 0.80 vC, conflicting volume26904235637296842337761910 2325 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol2249417002595416877612802325 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %1001009910010098100 100 cM capacity (veh/h)182872102340433 211 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 97928928468764764382 Volume Left 00000000 Volume Right 97004000 cSH872340170017001700170017001700 Volume to Capacity0.010.020.550.550.280.450.450.22 Queue Length 95th (ft)11000000 Control Delay (s)9.215.80.00.00.00.00.00.0 Lane LOS AC Approach Delay (s)9.215.80.0 0.0 Approach LOS AC Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 51.3%ICU Level of Service A Analysis Period (min)15 J - 379 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 11: Performance Auto Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 15 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)0120213917641 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0130232519171 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)1055525 pX, platoon unblocked0.810.810.81 vC, conflicting volume26936401918 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol225801297 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %10099100 cM capacity (veh/h)28874427 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 13775775775767767385 Volume Left 0000000 Volume Right 13 000001 cSH 874170017001700170017001700 Volume to Capacity0.010.460.460.460.450.450.23 Queue Length 95th (ft)1000000 Control Delay (s)9.20.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.20.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 44.7%ICU Level of Service A Analysis Period (min)15 J - 380 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 12: European Auto Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 16 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)062133401776 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)072318401930 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)925 655 pX, platoon unblocked0.800.70 0.70 vC, conflicting volume2964775 2323 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol94901402 tC, single (s)6.86.9 4.1 tC, 2 stage (s) tF (s)3.53.3 2.2 p0 queue free %10099 100 cM capacity (veh/h)207762 339 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 7927927468643643643 Volume Left 0000000 Volume Right 7004000 cSH762170017001700170017001700 Volume to Capacity0.010.550.550.280.380.380.38 Queue Length 95th (ft)1000000 Control Delay (s)9.80.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.80.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 51.3%ICU Level of Service A Analysis Period (min)15 J - 381 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 14: Castle Plastics Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 17 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)001600620213134017760 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)001700722231637019300 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)750 830 pX, platoon unblocked0.770.770.810.770.770.670.81 0.67 vC, conflicting volume27534327643303943097911930 2353 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol541259209142567013221306 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100981001009995 100 cM capacity (veh/h)3101887716519729419 354 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 17722927927500772772386 Volume Left 0022 000000 Volume Right 17 700037000 cSH 877729419170017001700170017001700 Volume to Capacity0.020.010.050.550.550.290.450.450.23 Queue Length 95th (ft)214000000 Control Delay (s)9.210.014.10.00.00.00.00.00.0 Lane LOS AAB Approach Delay (s)9.210.00.1 0.0 Approach LOS AA Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 51.9%ICU Level of Service A Analysis Period (min)15 J - 382 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 15: Dublin Self-Storage Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 18 MovementEBLEBRNBLNBTSBTSBR Lane Configurations Volume (veh/h)040218517884 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)040237519434 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type NoneNone Median storage veh) Upstream signal (ft)610970 pX, platoon unblocked0.750.810.81 vC, conflicting volume27376501948 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol42601349 tC, single (s)6.86.94.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %100100100 cM capacity (veh/h)416878410 Direction, Lane #EB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 4792792792777777393 Volume Left 0000000 Volume Right 4000004 cSH878170017001700170017001700 Volume to Capacity0.000.470.470.470.460.460.23 Queue Length 95th (ft)0000000 Control Delay (s)9.10.00.00.00.00.00.0 Lane LOS A Approach Delay (s)9.10.0 0.0 Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 45.6%ICU Level of Service A Analysis Period (min)15 J - 383 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 16: Denica's Cafe Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 19 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)006002129216450017866 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.750.750.750.650.650.650.830.830.830.940.940.94 Hourly flow rate (vph)008003235260760019006 Pedestrians11 Lane Width (ft)12.0 12.0 Walking Speed (ft/s)4.0 4.0 Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)400 1180 pX, platoon unblocked0.690.690.820.690.690.600.82 0.60 vC, conflicting volume28754643638335046169001907 2668 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol3802930010642891013291458 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %100100991001009592 100 cM capacity (veh/h)340988611410652421 277 Direction, Lane #EB 1WB 1NB 1NB 2NB 3NB 4SB 1SB 2SB 3 Volume Total 8323510431043582760760386 Volume Left0035 000000 Volume Right 83200060006 cSH 886652421170017001700170017001700 Volume to Capacity0.010.050.080.610.610.340.450.450.23 Queue Length 95th (ft)147000000 Control Delay (s)9.110.814.30.00.00.00.00.00.0 Lane LOS ABB Approach Delay (s)9.110.80.2 0.0 Approach LOS AB Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 52.9%ICU Level of Service A Analysis Period (min)15 J - 384 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 18: Quality Tune Up Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 20 MovementWBLWBRNBTNBRSBLSBT Lane Configurations Volume (veh/h)0102233401792 Sign ControlStopFreeFree Grade 0%0%0% Peak Hour Factor 0.920.920.920.920.920.92 Hourly flow rate (vph)0112427401948 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)180 pX, platoon unblocked0.590.59 0.59 vC, conflicting volume3079811 2432 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol20920996 tC, single (s)6.86.9 4.1 tC, 2 stage (s) tF (s)3.53.3 2.2 p0 queue free %10098 100 cM capacity (veh/h)27640 408 Direction, Lane #WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 11971971490390779779 Volume Left 0000000 Volume Right 11 004000 cSH 64017001700170040817001700 Volume to Capacity0.020.570.570.290.000.460.46 Queue Length 95th (ft)1000000 Control Delay (s)10.70.00.00.00.00.00.0 Lane LOSB Approach Delay (s)10.70.0 0.0 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 53.2%ICU Level of Service A Analysis Period (min)15 J - 385 HCM Unsignalized Intersection Capacity Analysis Cumulative+Project (2025) 20: Mini Mart Driveway & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 21 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (veh/h)0048 000022372017902 Sign ControlStopStopFreeFree Grade 0%0%0%0% Peak Hour Factor 0.920.920.920.920.920.920.920.920.920.920.920.92 Hourly flow rate (vph)0052 000024322019462 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)80 pX, platoon unblocked0.590.59 0.590.590.59 0.59 vC, conflicting volume27574380650313343808121948 2434 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol152642966502168429601948974 tC, single (s)7.56.56.97.56.56.94.1 4.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.2 2.2 p0 queue free %10010087100100100100 100 cM capacity (veh/h)471412131636297 412 Direction, Lane #EB 1WB 1NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total 520973973488778778391 Volume Left 00000000 Volume Right 52 0002002 cSH 4121700170017001700170017001700 Volume to Capacity0.130.000.570.570.290.460.460.23 Queue Length 95th (ft)11 0000000 Control Delay (s)15.00.00.00.00.00.00.00.0 Lane LOSCA Approach Delay (s)15.00.00.0 0.0 Approach LOS CA Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 46.6%ICU Level of Service A Analysis Period (min)15 J - 386 Queues Cumulative+Project (2025) 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 22 Lane GroupEBLEBTEBRWBLWBTNBLNBTSBLSBT Lane Group Flow (vph)1479135143491002549521904 v/c Ratio 0.750.030.400.720.190.640.820.800.66 Control Delay 65.234.99.763.020.465.716.5118.415.9 Queue Delay 0.00.00.00.00.00.00.00.00.0 Total Delay 65.234.99.763.020.465.716.5118.415.9 Queue Length 50th (ft)1005097126943637291 Queue Length 95th (ft)158184913135112541#111447 Internal Link Dist (ft)335 229 570 1 Turn Bay Length (ft)75 7530 150 120 Base Capacity (vph)3785235313864662013090652868 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.390.020.250.370.110.500.820.800.66 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. J - 387 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 23 MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBUSBLSBT Lane Configurations Volume (vph)13781261136328320437427221717 Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)3.53.53.54.04.0 3.55.0 3.55.0 Lane Util. Factor 1.001.001.001.001.00 1.000.91 1.000.91 Frpb, ped/bikes 1.001.000.991.000.99 1.001.00 1.001.00 Flpb, ped/bikes 1.001.001.001.001.00 1.001.00 1.001.00 Frt 1.001.000.851.000.87 1.000.99 1.000.99 Flt Protected 0.951.001.000.951.00 0.951.00 0.951.00 Satd. Flow (prot)1589167614041588144915934398 15934544 Flt Permitted 0.731.001.000.751.00 0.951.00 0.951.00 Satd. Flow (perm)1213167614041257144915934398 15934544 Peak-hour factor, PHF0.930.930.930.790.790.790.830.830.840.920.940.94 Adj. Flow (vph)147913514384110024618829231827 RTOR Reduction (vph)00113025 0020003 Lane Group Flow (vph)147922143240100254700521901 Confl. Peds. (#/hr)2332322 Parking (#/hr)0 Turn Type PermPermPerm Prot ProtProt Protected Phases 4 8 52 116 Permitted Phases 4 48 Actuated Green, G (s)17.917.917.917.417.4 10.876.5 3.669.3 Effective Green, g (s)17.917.917.917.417.4 10.876.5 3.669.3 Actuated g/C Ratio0.160.160.160.160.16 0.100.70 0.030.63 Clearance Time (s)3.53.53.54.04.0 3.55.0 3.55.0 Vehicle Extension (s)2.02.02.02.02.0 2.04.0 2.04.0 Lane Grp Cap (vph)197273228199229 1563059 522863 v/s Ratio Prot 0.01 0.02c0.06c0.58 c0.030.42 v/s Ratio Perm c0.12 0.020.11 v/c Ratio 0.750.030.100.720.10 0.640.83 1.000.66 Uniform Delay, d1 43.938.839.244.039.6 47.712.1 53.212.9 Progression Factor1.001.001.001.001.00 1.001.00 1.001.00 Incremental Delay, d212.60.00.19.90.1 6.62.8 124.81.2 Delay (s)56.538.839.253.839.7 54.314.9 178.014.2 Level of Service E DDDDDB FB Approach Delay (s)47.9 50.2 16.4 18.5 Approach LOS D D B B Intersection Summary HCM Average Control Delay 20.3HCM Level of Service C HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 110.0Sum of lost time (s)7.0 Intersection Capacity Utilization 76.2%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group J - 388 HCM Signalized Intersection Capacity Analysis Cumulative+Project (2025) 21: Sierra Lane & Dougherty Road Timing Plan: PM PEAK Dougherty Road Widening Synchro 7 - Report Kimley-Horn and Associates, Inc.Page 24 MovementSBR Lane Configurations Volume (vph)72 Ideal Flow (vphpl)1900 Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF0.94 Adj. Flow (vph)77 RTOR Reduction (vph)0 Lane Group Flow (vph)0 Confl. Peds. (#/hr)3 Parking (#/hr) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary J - 389 QUEUING SUMMARY J - 390 Lin k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M L i n k A M P M EB L 50 3 5 2 5 7554121 EB R 7537<25 WB L 10 0 3 3 < 2 5 303539 WB R NB L 90 < 2 5 < 2 5 1 6 5 5 2 1 2 2 1 2 0 < 2 5 < 2 5 2 3 5 60 8 5 5 2 14 0 < 2 5 6 7 150288110 NB R 15 5 < 2 5 < 2 5 17 5 < 2 5 < 2 5 SB L 10 0 < 2 5 < 2 5 6527<25 SB R 25 0 < 2 5 < 2 5 EB L 50 6 0 2 6 7580126 EB R 754452 WB L 10 0 6 2 4 9 309836 WB R NB L 90 < 2 5 < 2 5 1 6 5 1 3 9 1 7 9 1 2 0 < 2 5 < 2 5 2 3 5 79 0 7 7 6 10 0 < 2 5 < 2 5 1 0 0 1 2 5 1 2 1 1 4 0 5 7 1 1 9 15045097 NB R 15 5 < 2 5 < 2 5 17 5 < 2 5 < 2 5 SB L 10 0 6 1 4 2 10 0 4 0 4 0 654342 SB R 25 0 < 2 5 < 2 5 EB L 50 6 0 2 6 7581133 EB R 754449 WB L 10 0 9 3 5 6 30100133 WB R NB L 90 < 2 5 < 2 5 1 6 5 1 3 9 1 7 9 1 2 0 < 2 5 < 2 5 2 3 5 80 9 7 8 5 10 0 < 2 5 < 2 5 1 0 0 13 3 1 5 7 14 0 6 7 1 3 6 150498108 NB R 15 5 4 3 3 4 17 5 < 2 5 < 2 5 SB L 10 0 10 0 50 2 9 6 7 654944 SB R 25 0 < 2 5 < 2 5 EB L 50 4 4 2 5 7556144 EB R 7537<25 WB L 10 0 5 5 4 1 303537 WB R NB L 14 0 < 2 5 < 2 5 2 3 0 6 0 1 2 0 1 7 0 < 2 5 < 2 5 3 8 0 1 7 9 2 1 2 22 0 5 1 9 1 10 0 < 2 5 < 2 5 50<25<25150294114 NB R 17 5 < 2 5 < 2 5 SB L 15 0 < 2 5 < 2 5 1204966 SB R 25 0 < 2 5 < 2 5 EB L 50 6 4 2 8 7581148 EB R 754450 WB L 10 0 9 7 7 4 309835 WB R NB L 14 0 < 2 5 < 2 5 2 3 0 1 2 0 1 7 9 1 7 0 < 2 5 < 2 5 3 8 0 2 2 6 2 4 8 1 0 0 < 2 5 < 2 5 2 1 5 1 2 5 1 2 1 22 0 1 3 6 1 9 7 10 0 < 2 5 < 2 5 50<25<25150226102 NB R 17 5 < 2 5 < 2 5 SB L 11 0 6 1 4 2 15 0 4 1 5 0 12066108 SB R 25 0 < 2 5 < 2 5 EB L 50 7 4 2 8 7583158 EB R 754449 WB L 10 0 1 2 5 8 3 30100131 WB R NB L 14 0 < 2 5 < 2 5 2 3 0 1 3 9 1 7 9 1 7 0 < 2 5 < 2 5 3 8 0 3 3 5 2 2 9 1 0 0 < 2 5 < 2 5 2 1 5 1 3 3 1 5 7 22 0 1 7 5 2 1 9 10 0 < 2 5 < 2 5 50<25<25150502112 NB R 17 5 < 2 5 < 2 5 SB L 11 0 15 0 55 0 9 8 4 12085111 SB R 25 0 < 2 5 < 2 5 #20 - Voss Materials Driveway #7 - M o n t e r e y Dr i v e #6 - S . M a r i p o s a Dr i v e #8 - S c a r l e t t D r i v e Fa r - t e r m + Pr o j e c t Qu e u i n g S u m m a r y Do u g h e r t y R o a d W i d e n i n g #1 4 - I r o n h o r s e Tr a i l A p a r t m e n t s Dr i v e w a y #15 - Dublin Self-Storage Driveway#16 - Houston Place Fa r - t e r m #1 - F a l l C r e e k Dr i v e #3 - W i l d w o o d Ro a d Sc e n a r i o s An a l y z e d #21 - Sierra Lane Do u g h e r t y R o a d Ne a r - t e r m + Pr o j e c t #17 - Denica's Restaurant Driveway#18 - Quality Tune-Up Driveway#19 - Mini Mart Driveway #1 0 - S h e r w i n n Wil l i a m s D r i v e w a y #1 1 - P e r f o r m a n c e Au t o m o t i v e Dr i v e w a y #5 - V e n t u r a D r i v e TurningMovement #1 2 - E u r o p e a n Au t o D r i v e w a y #1 3 - C a s t l e Pla s t i c s D r i v e w a y Ex i s t i n g + Pr o j e c t #9 - T u r b o S p a Dr i v e w a y Ne a r - t e r m #4 - A m a d o r Va l l e y B o u l e v a r d Ex i s t i n g #2 - W i l l o w C r e e k Dr i v e Page 1 of 1 J - 39 1 SIGHT DISTANCE ANALYSIS J - 392 ST O P P I N G S I G H T D I S T A N C E : 3 6 0 F T DE C E L E R A T I O N S P E E D = 1 1 . 2 F T / S E C ^ 2 DE S I G N S P E E D = 4 5 M P H BR E A K R E A C T I O N T I M E = 2 . 5 S E C ST O P P I N G S I G H T D I S T A N C E : 3 6 0 F T DO U G H E R T Y R O A D WILDWOOD ROAD VI E W O F T H I S V E H I C L E CO U L D B E O B S C U R E D B Y VE H I C L E C L O S E R T O IN T E R S E C T I O N . SI G H T D I S T A N C E A N A L Y S I S N NO T T O S C A L E DUB L I N DOU G H E R T Y ROA D WID E N I N G IMP R O V E M E N T S APRIL 2012KR-097059013 J - 39 3 This page intentionally left blank.